JPH03229049A - Operating device of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To keep off any misjudgment of a travel range so as to secure safety driving by discriminating the travel range conforming with the state that a control means has inputted all level signals constituting each range signal, and driving an actuator. CONSTITUTION:A shift operating device 10 has a stroke contact type control switch 18 where a setting travel range is successively installed on a specified locus in parallel. This control switch 18 has a signal generating means, outputting a range signal being composed of at least more than two level signals, in response to the travel range. A control unit 30 discriminates the corresponding travel range in the state that it has inputted all level signals constituting each range signal, thereby driving an actuator. With this constitution, since the control unit 30 recognizes the corresponding travel range on the basis of the level signal at the timing that all level signals defining each travel range are completed, such a fear that a control system misjudges the travel range and thereby an automatic transmission 12 works into wrong operation is brought to nothing with certainty.

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 speed change operation means, and the driver can change the position of the hydraulic valve by moving this select lever to the desired driving range position. is set to .

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.

[Problems to be Solved by the Invention] However, in such a conventional electric range switching device, a push button type switch is employed as an electric switch for instructing the operation of the drive motor. For this reason, the driver may, for example, have to downshift (
, When trying to switch the driving range from the drive range to the 2nd speed fixed range, in order to switch without making a mistake,
My attention was drawn to the 2-speed fixed range switch that I was about to press. In other words, in conventional manual select levers, all travel ranges are arranged in a straight line like P-R-N-D-2-1, so the select lever can be moved directly from the drive range to the reverse range. Although it does not move, with push-button switches, if you press the reverse range switch by mistake, while the vehicle is moving forward,
There is a risk that the reverse running state will be set by mistake and the driving wheels will lock and slip.

For this reason, it is conceivable to provide a stroke contact type operating switch in which travel ranges set as electric switches are sequentially arranged in parallel on a predetermined locus to reliably prevent the above-mentioned erroneous presses.

Here, in such a stroke contact type operation switch, each travel range may be represented by a range signal composed of a plurality of level signals defined by a combination specific to the corresponding travel range. However, in this case, the control system may misjudge the driving range due to the output timing of multiple level signals being out of sync or due to the influence of vibration or noise, which may cause the automatic transmission to malfunction, which poses a problem for safe driving. be.

This invention was made in view of the above-mentioned problems, and an object of the present invention is to reliably determine the driving range when the range signal representing each driving range on the operation switch is composed of a plurality of level signals. An object of the present invention is to provide an operating device for an automatic transmission for a vehicle, which can prevent such problems and ensure safe driving.

[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 operating switch in which the travel ranges to be set are sequentially arranged in parallel on a predetermined locus, and the operation switch is composed of at least two or more level signals corresponding to each travel range. The vehicle is characterized in that it includes a signal generation means for outputting a range signal, and the control means determines a corresponding travel range and drives the actuator in a state in which all level signals constituting each range signal are input. .

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, each of the range signals is composed of two level signals, and the control means is configured to control the driving range according to the corresponding driving range in a state where the two level signals are input. It is characterized by being configured to distinguish between.

In the operating device for an automatic transmission for a vehicle according to the present invention, the signal generating means may include one or more first level signals defining each driving range, and a first level signal for detecting the first level signal. and a second level signal that defines a period, and the control means controls the corresponding travel range based on the first level signal only during the period during which the second level signal is input. It is characterized by being configured in such a way that it can be discriminated.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the operating switch can set a parking range, a reverse range, a neutral range, a forward drive range, and a low speed forward range (all five driving ranges). The signal generating means is configured to be moved in accordance with the operation of the operation switch, and is set at four positions corresponding to each driving range, and is arranged along the operation direction of the operation switch. A slit member having a plurality of slit formation positions set as many as the number of travel ranges, and four sets of light emitting/light receiving means provided corresponding to the four slit formation positions provided in each travel register, The slit member is characterized in that only two slits are formed in each travel range in a manner different from other travel registers, allowing light to pass through the corresponding light emitting/light receiving means.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the operating switch is comprised of two running ranges, a 2nd forward speed range and a 1st forward speed range, as the low speed forward range. It is said that

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the operating switch is configured to be rotatable, and the four slit forming positions arranged for each of the driving ranges are as follows:
The slits are formed on one radius defined according to the corresponding travel range, and the four slit formation positions on each ten shape are characterized by being defined on concentric circles having the same center.

[Operation] Since the operating device for the automatic transmission for a vehicle according to the invention is configured as described above, the control means is configured based on these level signals at the timing when all the level signals that define each driving range are collected. The corresponding driving range is recognized based on the level signal. As a result,
Even if the output timings of multiple level signals are out of sync or the effects of vibration or noise occur, the driving range judgment timing will be determined by the arrival of all level signals. Therefore, the risk of the control system misjudging the driving range and malfunctioning of the automatic transmission due to these reasons is reliably eliminated, and safe driving is ensured.

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

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

The operating device 10 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. An electric driving range switching device (hereinafter simply referred to as a range switching device) 20 is provided to switch the driving range by being electrically driven. This range switching device 16 includes a reversible drive motor 22, a rotating arm 26 fixed to a drive shaft 24 of this drive motor 22 and having a predetermined radius, and a tip end of this rotating arm 26.
A control unit 3 that controls the driving state of the drive motor 22 based on a connecting wire 28 that connects the hydraulic valve 16 and a range switching command output from the operation switch 18.
0.

Here, as shown in FIG. 2, the above-mentioned automatic transmission 12 is provided with an inhibitor switch 32 that indicates the state of the switched driving range in accordance with the switching state of the driving range by the hydraulic valve 16. That is, this inhibitor switch 32 is set to the parking range rPJ, the reverse range "R", the neutral range "N", the forward drive range "D", the forward 2nd speed range "2", and the forward 1st speed range "1". The corresponding contacts s,,s,1. s
,,5l11. s2. s, and depending on the range switching state of the hydraulic valve 16, these contacts sP, sR, s,...
It is provided with a turning lever 32a that rotates so as to selectively contact so, s, , s. And each contact S,...
S,,sN,s,,s2. s, each control unit 3
0, and in this way, the inhibitor switch 32 is connected to the contacts sP, s that the pivot lever 32a contacts.
, 1. s,,s,,s2. It is configured to output an inhibitor signal to the control unit 30 only from s.

Further, in the drive motor 22 described above, the motor shaft (not shown) is connected to the drive shaft 2 through a clutch mechanism 34.
4, and this crudging device 34 is connected so as to be intermittently controlled 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,
As a fail-safe, this clutch mechanism 34 is set in a disconnected state so that the automatic transmission 12 is not driven by the drive motor 22.

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

On the other hand, a manual drive mechanism 38 is connected to the above-mentioned range switching device 20 for manually switching and driving the automatic transmission 12 when the control unit 30 fails, for example. This manual drive mechanism 38, as shown in FIG. A rack member 44 that meshes with the pinion gear 42, and a first auxiliary connecting wire 46 that connects the rack member 44 and the tip of the above-mentioned rotating arm 26 to each other. Of these, this 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 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. surface,
When the rotating plate 40 is manually rotated, if the clutch mechanism 34 is in the connected state, the drive motor 22 becomes a load and becomes difficult to rotate.
A switching lever 50 is provided for mechanically bringing the clutch into a disconnected state, and this switching lever 50 is connected to the clutch mechanism 34 via a second auxiliary wire 52. That is, when the switching lever 50 is in the control position, the clutch mechanism 34 is set to a controllable state by the control unit 30, and when it is in the disconnection position, the clutch mechanism 34 is mechanically set to the disconnection state. That will happen.

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.

Refer to FIG. 3 and subsequent figures for the operating switch 18 as a speed change operating means that 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. This will be explained in detail.

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

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

56b and 56c.

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

On the other hand, as shown in FIG. 6, this operation switch 18 is provided with an annular mounting ring 64 that is integrally identified on the left side surface of the steering column 58, and an annular mounting ring 64 that extends along the vehicle width direction. A switch body 66 is rotatably supported around an axis of the switch body 66 and is supported so as to be freely pushed along the axial direction. A finger operation section 68 integrally formed to extend, and this finger operation section 68
The push-in portion 70 is integrally formed at the end of the steering column 58 side in an upright state (that is, in a state extending along the circumferential direction).

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

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

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

Here, as shown in the figure, alphanumeric characters rNJrDJ, r2J
. The alphabetic character "P" is arranged so as to be spaced apart from the alphabetic character rRJ by the above-mentioned narrow interval d1. In addition, alphanumeric characters rNJrD", r2" are
As shown in FIG. 4, when the driver is seated in the driver's seat and looking straight ahead, the letter rDJ is placed exactly in the center and is placed in a position that can be seen directly. In this way, when switching the driving range between the neutral range "N", the forward drive range "DJ", and the forward 2nd speed range "2", it is not possible to check which driving range is currently set. , by reading the alphanumeric characters rNJ, rDJ, and r2J indicated by the finger operation unit 68, the driver can instantly recognize 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.

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 rR, simply switch body 66.
The switch body 66 cannot be shifted by simply rotating it, and it is set so that it cannot be shifted unless the switch body 66 is pushed in the axial direction. Mechanically, the neutral range "N"
”, drive range “D”, and forward 2-speed range “2”.
6, never move to the reverse range rR.
J is not set, but this is because the driver cannot see the letters rRJ and rPJ when looking directly at it, so psychologically there is no need to worry about going from neutral range rNJ to reverse range rRJ. This means that the driver can freely switch the driving range between the neutral range "N", the drive range rDJ, and the forward two-speed range "2" with complete peace of mind. Become.

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

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

Then, on the surface of the steering column that the outer flange portion 66a faces, along the rotation locus of the contact rod 66c, the parking range rPJl & retreating range rRJ and the neutral range "N" are arranged along the rotation locus of the contact rod 66c. , contact points Xp, XR, XN, Xo,
, is attached to the contact rod 66c in a contactable manner. And these contacts Xp, XR, XN, XD, X2
．． X is disposed at a position corresponding to the display position of the alphanumeric characters drawn on the outer periphery of the mounting ring 64 to indicate the driving range, respectively.

Here, each contact point Xp, XR, XN, Xo, X2, xl
are each connected to the control unit 30, and in this way, in the operating switch 18, the contact rod 66
Contact points Xp, x, , xN, x, , x2 . x,
, the corresponding range switching command is sent to the control unit 30.
will be output to .

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 when the shaft part 66b passes through the through hole 66e and is taken out to the outside, the moving part 66d It is supported so as to be movable along the extending direction of the shaft portion 66b. Here, this moving part 6
The above-mentioned ljm finger operation section 68 is formed on the outer peripheral surface of 6d. 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, and the moving part 66d is connected to the coil spring 66g.
It is always urged outward by the urging force of g, and when no external force acts on it, it comes into contact with the above-mentioned locking nut 66f and is elastically held in that position. In this way, this switch body 66 is normally biased outward, and by pushing it axially inward through the aforementioned push-in portion 70, this switch body 66 is pushed outward.
can be pushed inward in the axial direction against the biasing force of the coil spring.

Note that the above-mentioned locking nut 6 is provided on the outer surface of the moving portion 66d.
A recess 66h for accommodating the lock nut 66f is formed, and a blind plate 661 is attached to close the recess 66h and hide the locking nut 66f.

Here, this operation switch 18 is equipped with a day tent mechanism 76 for accurately locking the 20-turn drive at each travel range position when switching the travel range by rotating the switch body 66, and also includes a daytent mechanism 76 for accurately locking the 20-turn drive at each travel range position. When switching from range rNJ to reverse range rRJ and between reverse range "R" and parking range rPJ, switching cannot be done simply by rotating the switch body 66; A regulating mechanism 78 is provided such that the switching operation cannot be performed unless it is pushed inward along the direction.

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

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

Here, the regulating mechanism 78 is a guide if! formed on the inner circumferential surface of the mounting ring 64. 80, and one guide pin 82 which is attached to the movable part 66b so as to be elastically movable back and forth so as to be guided by having its outer end inserted into the guide groove 80.

As shown in FIG. 8, this guide groove 80 is exactly 71
77 m is formed between the 1st speed range rlJ and the parking range rPJ, and by fitting the guide groove 80 and the guide bin 82, the switch body 66 crosses the 1st forward speed range "1" and the parking range rPJ. is prohibited from rotating. Here, as shown in FIG. 7, the above-described detent mechanism 76
Parking range "P", reverse range "R", neutral range "
N”, forward drive range “D”, forward 2nd speed range “2”
”, and day tent holes 76° 76R, 76, , 71)D, 76□, corresponding to the first forward speed range “1”, respectively.
76, and these day tent holes 76P, 76
,.

76N, 76o, 76□, 761 are mounting rings 6
One axis line ρ along the circumferential direction of 4. It is set to be located at the top. In addition, each day tent hole 76p, 76R,
As shown in FIG.
radially outward.

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 portion 80a is formed in a straight line along
0a orthogonal) and the circumferential direction C from the inner end of the first lateral groove 80b to the backward range rRJ.
0 and a second lateral groove 80d extending axially inward from the reverse range "R".
, a third lateral groove 80e extending axially inward from the parking range "P", and these second and third lateral grooves 8
The circumferential direction f connects the inner ends of 0d and 80e. and a fourth lateral groove 80g extending axially inward from the forward second speed range "2" at the lower end of the linear groove 80a.
and from the inner end of this fourth lateral Ilt portion 80g in the circumferential direction ρ
0 to the first forward speed range "1".

Note that the respective extension lengths of the first to third lateral grooves 80b, 80d80e are defined as the amount by which the switch body 66 is pressed in the axial direction, and these extension lengths are the same length. is set to . In this way, the guide groove 8
By configuring 0, the driving range can be switched from the forward 1st speed range "l" to the neutral range rNJ, and from the reverse range rRJ to the forward 2nd speed range r2J.
The operation of switching the driving range toward the vehicle can be performed by simply rotating the switch body 66. However, neutral range r
Switching the driving range from NJ to parking range rPJ, switching the driving range between parking range rPJ and reverse range rJ, and forward 2nd speed range r
The driving range switching operation from lJ to forward 1st range "1" is performed by pressing switch body 6 every time each range is passed.
Two operations are required: pushing 6 along the axial direction and rotating it.

As a result, it is impossible to switch the driving range from the neutral range rNJ to the reverse range rRJ, or between the reverse range rRJ and the parking range rPJ, only by rotating the switch body 66 as 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 forward second speed range "2" and the neutral range "N" from the inner circumferential surface of the mounting ring 64 is determined by the depth of the above-mentioned detent hole 76P 76.゜A second depth b set slightly f below the first depth hl that defines the depth from the inner circumferential surface of the mounting ring 64 of 76N, 76[1,762,761, respectively.
2, and on the other hand, the forward 2nd gear range "2
” and the first forward speed range “1” and the guide groove 80 between the neutral range rNJ and the parking range rPJ have a third depth shallower than the second depth h2 described above. It is set to have a depth h3.

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 7676P, 76 in parking range rPJ are in neutral range "N",
The respective detent holes 76, . It becomes deeper than the substantial depth (=t'z - h2) of 76o and 76□.

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

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

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 l speed range "1", reverse range "R", parking range rPJ
When switching the setting state of 1 to another driving range, open the corresponding deep detent holes 7G, 76, . A strong rotational starting force is required to remove the switch from 76P, which calls attention to whether or not it is really necessary to perform this switching operation, thereby preventing erroneous operations.

On the other hand, this guide, the guide bin 82 that fits into 1I80
As shown in FIG. 7, the pin body 82a has a rounded tip of the protruding end, and an outer flange portion 8 at approximately the center in the axial direction.
2b. The guide bin 82 also has a recess 8 formed on the outer circumferential surface of the moving portion 66d.
4 with the inner portion inserted from the outer flange portion 82b. Here, this recess 84 has a recess main body 84a which is set to have a larger diameter than the above-mentioned outer flange portion 82b at the opening, and a recess main body 84a which is set to have a larger diameter than the above-mentioned outer flange portion 82b.
and an inner flange part 84b with a smaller diameter, which is formed in the opening of the inner flange part 84b and is set so that the outer flange part 82b is just inserted therethrough.

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

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

Here, as shown in FIG. 9(A), the guide bin 82
is each day tent hole 76, 76□.

76D, 76, . 76,. 76p and is locked in that position, in other words, when the tip of the guide bin 82 is in contact with a surface at a depth hl from the inner peripheral surface of the mounting ring 64, the outer side of the guide bin 82 The flange portion 82a is separated from the locking ring 86 in contact with the stepped portion (
h, -h2). As a result, as shown in FIG. 9B, each detent hole 76 .762.76o, 76
From the state of fitting into N, 76R, 76p, (h, -h
The switch body 66 is pushed inward in the radial direction by a distance of 2).

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

On the other hand, as shown in FIG. 9(C), there is a guide line between the neutral range rNJ and the parking range "P" and between the forward 2nd speed range "2" and the forward 1st speed range "1". With the tip of the guide bin 82 in contact with the bottom surface of each detent hole 76, . 76,. 76o, 76, .
76,.

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 description, since (h, -h,) > (h, -h2), during this pushing operation, the outer flange portion 82b comes into contact with the locking ring 86, This will be further pushed 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 bin 82, and the biasing force of the second coil spring 9o 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 main body 66 is rotated to switch the driving range between the forward second speed range "2" and the neutral range "N" (the guide pin 8o is moved into the guide groove 8 When the guide pin 80 slides along 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 The force 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 bin 80 and the guide groove 82 The contact force is defined by a force that opposes the biasing forces of the first and second coil springs 88, 90, and a large turning operation force is required. As a result, as shown in FIG. 10, the rotational operating force is also varied in strength, and the switch body 6
Coupled with the difference in rotational starting force from the stop position of No. 6, this calls attention to whether it is really necessary to perform this switching operation, and erroneous operation is reliably prevented.

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

In other words, in the above state (posture), if the radius of rotation of the middle finger of the left hand is βl (for example, 130+++++++) and the radius of rotation of the finger operation section 68 is C2, the rotation trajectory of the tip of the middle finger and the forward movement Finger operation section 68 located in the range from 1st speed driving range "1" to neutral range rNJ
Push the operation switch 18 so that it intersects the rotation locus of the tip of the
A distance C3 between the center of rotation of the steering wheel 56 and the grip position of the left hand on the steering wheel 56 is defined. That is, C3 is defined within a range that satisfies the following inequality (1).

43 <At +g2...
(1) By defining equation (1) in this way, in this embodiment, as shown in FIG. The distance ρ6 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 j24, then this distance ρ4 satisfies the following inequality (2). In this embodiment, it is set to 130 mm.

C4≧121 (2) Here, the distance d2 separating the neutral range rNJ and the reverse range “R” mentioned above is defined so as to also satisfy the inequality (2) mentioned above. There is.

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

Further, in this embodiment, even if the middle finger is extended while the left hand is gripping the steering wheel 56, the reverse range rRJ is outside the operable range of the finger operation section 68, so the neutral range "N" ”, it becomes impossible to switch to the reverse range rRJ. As a result, while driving forward, while freely switching the driving range from the forward 1st speed range to the neutral range "N" by tapping the finger operation section 68 with the middle finger, the driver mistakenly clicked the reverse range rR. ” will be reliably avoided, and safety and injury in the travel range switching operation will be reliably ensured in combination with the above-mentioned two-operation requirements.

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

Here, as shown in FIG. 11, the wiper operating lever 62
is located above the operation switch 18 and a distance further back than this. 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 operation rotation range of the operation switch 18 at the rotation radius ρ and the operation rotation range of the wiper operation lever 62 at the rotation radius °C 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 "DJ", even if the middle finger is swung upwards due to excess force, the wiper operation 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. 13, the reverse range rRJ is the outer circumferential surface of the switch body 66, and is located a distance of 28 from the vertical line ■ that touches the steering wheel 56 side. It is set to be defined by the finger operation section 68 located at the front. In other words, this reverse range rRJ allows the user to use the finger operation unit 68 to reach a position where the knee that is standing between the operation switch 18 and the steering wheel 56 (bent at an acute angle) will never reach the position. It is set to be defined by the rotation of the switch body 66. In other words, this backward range rRJ is determined by the above-mentioned inequality (
In addition to the condition shown in 2), the condition of being set at a position out of reach of the knees as described here is added.

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

In this case, as mentioned above, the forward drive range "I"
'' to the neutral range rNJ can be changed by simply rotating the switch body 66, but switching from the neutral range rNJ to the reverse range rRJ cannot be done by simply rotating the switch body 66. To perform this, two operations are required: first, the switch body 66 must be rotated while being pushed inward along the axial direction. Therefore, in the normal kneeling state, the guide pin 82 only contacts the end wall that defines the first lateral groove 80b of the guide groove 82, and the switch body 66 is held at a position that defines the neutral range rNJ. It becomes impossible to switch to the reverse range rRJ.

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

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

However, in this embodiment, as described above, the reverse range rRJ is set to 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 are raised, Even in the worst case, only the neutral range rNJ is set and the reverse range is never set, ensuring a safe driving state.

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

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

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

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

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

First, use the operation switch 18 to select the parking range rP.
” 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 1" force of the coil spring 66g, the date corresponding to the parking range "P" can be set. The guide bin 82 is pulled out from the hole 76P and slides within the third horizontal groove 80e.
The pushing operation stops when the inner end of the connecting groove 80f is reached. After that, by rotating the switch body 66 downward, the guide bin 82 slides within the first connecting groove 80f and reaches the inner end of the second lateral groove 82d, whereupon the rotational movement is performed. Stop.

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

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

With the neutral range "N" 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 position. . As mentioned above, this neutral range rNJ and forward 2
The driving range switching operation between speed range “2” is as follows:
It is sufficient to simply hit the finger operation section 68 to rotate the switch body 66. Therefore, while maintaining the state in which the driver grips the steering wheel 56 with both hands, the driver extends the middle finger of his left hand and taps the finger operating section 68 further downward from the neutral range rNJ setting position. By this knocking down operation, the guide bin 82 is lightly pulled out from inside the detent hole 76 corresponding to the neutral range rJ, slides within the linear groove 80a, and moves into the detent hole 76 o corresponding to the forward drive range rDJ. It gets stuck in and stops. In this way, the forward drive range rDJ is switched and set.

With the forward drive range "rD" set in this way, the driver takes his foot off the brake pedal and depresses the accelerator pedal, thereby driving the vehicle forward with automatic gear shifting.

After this, when switching to the neutral range while the vehicle is stopped at an intersection etc., the driver should hold the steering wheel 56 with both hands, extend the middle finger of his left hand, and operate the operation switch I8. By knocking up the section 68 from below, the guide bin 82 is lightly pulled out from inside the detent hole 76 corresponding to the drive range "D", slides within the linear groove section 80a, and corresponds to the neutral range rNJ. It fits into the detent hole 76N and stops. In this way, the neutral range rNJ
is 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 portion 68 from above, the guide pin 82 is inserted into the daytent hole 76 corresponding to the drive range rDJ from inside.
It comes out, slides in the linear groove 80a, fits into the detent hole 76□ corresponding to the second forward speed range "2", 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 80f, and stops the pushing operation. After this,
By rotating the finger operation section 68 downward (that is, hitting it down from above) with the middle finger that was pushing the push-in section 70, the guide pin 82 slides within the second connection groove section 80h, and the guide pin 82 moves forward at l speed. day tent hole 76 defining the sinker “1”;
It will fit inside and stop. 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 l speed indicator 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 forward 2nd speed range "2" to the forward 1st speed range "I"
When switching to J, although the left hand is still gripping the steering wheel 56, two operations are required: pushing and rotating, and the left hand simply presses the steering wheel 56.
8, the first forward speed range rlJ is not set.

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 the forward 1st gear range rlJ from the 2nd forward gear range "2", and the 1st forward gear range is accidentally switched. This will effectively prevent it from being set.

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

Also, from forward 2nd speed range r2J to forward 1st speed range "1"
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. As a result, it is possible to perform the driving range switching operation for applying such strong engine braking without removing the left hand from the steering wheel 56, that is, with both hands gripping the steering wheel 56. 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 bin 82 is pulled out from the detent hole 768 corresponding to the neutral range rNJ, slides in the first lateral groove part 80b, and slides into the inclined groove part 80b.
After reaching the lower end of the kneader c and the pushing operation stops, by tapping the finger operation part 68 upward, the guide pin 82 slides within the inclined groove part 80c and reaches the upper end of the kneader.
It fits into the detent hole 768 corresponding to "reverse range rR" and stops.

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

Also, from reverse range rRJ to parking range "■)"
When switching to parking range rP mentioned above,
The entire operation of switching from j to reverse range "R" (will be accomplished by performing the reverse operation).

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

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 seat can be formed substantially flat, and the space around the driver's seat can be kept neatly organized. In this way, the best possible situation is achieved, as if the driver's seat were placed on the floor of the reception room, and the environment inside the vehicle was relaxed, with both elbows resting on the armrests 92. Coupled with the ability to take a comfortable driving position, this creates a very relaxed atmosphere, which naturally leads to a comfortable and safe driving situation.

Next, with reference to FIGS. 16 to 19, a control system for controlling the electric drive of the automatic transmission 12 based on the driving range switching operation via the operating switch 18 having the configuration described above will be described. explain.

This control system mainly includes a signal generation mechanism 100 provided in the operation switch 18 described above, and this signal generation mechanism 1.
Based on the driving range switching signal and range setting signal outputted from 00, the drive motor 22 of the electric driving range switching device 20 is driven to immediately shift the automatic gear 512 to the driving range newly set by the operation switch 18. and a control unit 30 that controls the settings. First, the signal generation mechanism 100 of the operation switch 18
will be explained in detail.

In this signal generating mechanism 100, as shown in FIG. 16, the outer flange portion 66a is formed from a thin plate as a slit disk, and the slit disk 66a has four concentrically set Trajectory ψ4. ψ2. ψ3. ψ4 are sequentially defined at equal intervals from the outer side to the inner side in the radial direction. On the other hand, on the radius corresponding to each driving range,
As mentioned above, there are also four trajectories ψ1. ψ2. ψ3. A slit is formed at the intersection with ψ4 in the manner shown in Table 1 on the next page.

(Hereinafter, blank space) Table 1 In this table, no slit is formed in the part indicated by rOJ, and a slit is formed in the part indicated by "1". In addition, each driving range is
Corresponding first to fourth trajectories ψ1. ψ2. ψ3. rOJ at ψ4 is set to be uniquely defined by the code represented by "1". Furthermore, as is clear from this table, each driving range of this code must be set to two 11
” signal and two 10” signals.

In this embodiment, the first to fourth trajectories ψ3. ψ2. In the slit row formed at ψ3ψ4, two "1" signals are simultaneously output, so that the corresponding travel range is recognized by the CPU. That is, the first to fourth trajectories ψψ2. ψ3. As shown in FIG. 17, each slit constituting the slit row formed at ψ4 is formed in a fan shape having a concentric angle, and the front end and rear end of each slit are arranged for each travel range. They are set to be located on the same radius.

Further, as shown in FIG. 16, four photocoupler 102 104106.
to fourth locus ψ+ + 'J'□, ψ3. They are arranged on the same radius in a state corresponding to ψ4. Here, each photo coupler 102, 104, 106, 108 has a light emitting element 102a104a, 106 that emits light toward a corresponding trajectory ψ1 ψ2 ψ3ψ4 of the slit disk 66a.
a, 108a and the corresponding light emitting elements 1.02a, 104
a, 106a, and 108a, with corresponding trajectories ψ1. ψ2ψ3. A light receiving element 10.2b receives only the light transmitted through the slit formed on ψ4.

104b, 106b, and 1.08b.

By configuring the signal generating mechanism 100 in this way, and when the two "1" signals are all together, the CPU initially executes the driving range recognition operation corresponding to the combination of the two "1" signals. Even if the circumferential positions of two slits located on the same radius are slightly shifted, erroneous determination of the travel range is reliably prevented, and the reliability of operation is improved. Furthermore, in this embodiment,
No noise occurs at the start or end time of optical scanning for each slit, and highly reliable operation is achieved.

Incidentally, in this embodiment, this signal generation mechanism 100
As already shown schematically with reference to FIGS. 2 and 7, on the insulated part defined on the left side of the steering column 58 there are provided the respective travel ranges rPJ, rRJ, rNJ.
, rDJ, r2J formed in a state corresponding to "1", respectively, XP, xll, xN, x, , x2 . x, but these contact groups X, , XR, XN
.

XD, X2. X is hypothetical for ease of explanation; in reality, as shown in FIG. 18, the four light receiving elements 102b described above.

104b, 106b, and 108b are directly connected to the CPU of the control unit 30.

Further, as shown in FIG. 18, this CPLI is connected to a drive motor 22 via a servo amplifier 110, and this servo amplifier 110 includes a direction latch circuit DIR that defines the rotation direction of the drive motor 22. Enable latch circuit E that defines the driving force of the drive motor 22
NA, and the outputs of the direction latch circuit DIR and enable latch circuit ENA are amplified to drive the drive motor 2.
2. The second direction latch circuit DIR outputs a normal rotation signal for driving the drive motor 22 in the normal rotation when the rlJ signal is input thereto, and when a "0" signal is input thereto,
It is configured to output a reverse rotation signal for driving the drive motor 22 in the reverse direction. In addition, the enable latch circuit ENA
When the rlJ signal is input here, outputs a drive signal that drives the drive motor 22 with a predetermined voltage, and
0'' signal is input so that no voltage is applied to the drive motor 22.

Note that CPLI is equipped with a rotation direction determination routine,
In this rotation direction determination routine, the travel range determined based on the combination of the two rlJ signals output from the four light receiving elements 102b, 104b, 106b108b and the travel range previously set by the operation switch 18 are determined. By comparison, the rotation direction of the operation switch 18 is determined, and if it is determined that the operation switch 18 has been operated in the forward direction, that is, from the parking range rPJ to the forward first speed range rlJ, a flag F (described later) is set.
(positive) to "1", and the operation switch 18 is turned in the opposite direction, that is, from forward l speed to parking range r.
When it is determined that the operation has been performed toward PJ, a flag F (reverse), which will be described later, is set to "1".

Then, after driving the drive motor 22 to rotate based on the rotation direction determined in this rotation direction determination routine, the CPU rotates the direction latch circuit DIR and the enable latch circuit ENA of the servo amplifier 110, respectively. outputting a corresponding "1" and/or "0"signal;
After that, when the newly set driving range in the operation switch 18 and the inhibitor signal in the inhibitor switch 32 of the automatic transmission 12 (that is, information indicating the driving range set in the automatic transmission 12) match,
The main routine includes a routine for controlling the rotation of the drive motor 22 to stop.

Next, with reference to FIG. 19, a main routine, which is a control procedure in this CPU, will be explained.

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

Then, in step S12, the four light receiving elements 10
2b104b Based on the signals from 106b and 108b, the driving range (SR,) currently set at the operation switch 18 is read and operated.

Then, in step S14, the driving range (SRI) set in the automatic transmission 12 read in step S10 and the driving range (SRI) set in the operation switch 18 read in step S12 are determined.
It is determined whether or not R,) match. If YES is determined in this step S14, that is, the driving range (SRi) set in the automatic transmission 12 and the driving range (SRi) set in the operation switch 18.
R, ) match, there is no need to drive the drive motor 22 to switch the travel range of the automatic transmission 12, and therefore it is determined that the operation switch 18 has been operated in the positive direction in step S16. Flag F (correct) indicating
In addition, in step S18, a flag F (reverse) indicating that the operation switch 18 has been operated in the opposite direction is reset, and in step S20, a "0" signal is sent to the enable latch circuit ENA of the servo amplifier 110. Output. As a result, the driving of the drive motor 22 is stopped. After this, the process returns to the first step SIO and executes the steps starting from step SIO again.

On the other hand, if the determination in step S14 is NO, that is, the travel range (SRi) set in the automatic transmission 12 does not match the travel range (SR,) set in the operation switch 18. If a judgment is made, it will occur under the following conditions:
The driver should change the driving range (, operation switch 1
8 to newly set the next adjacent driving range in the forward or reverse direction, this newly set driving range is set by operating the four light receiving elements 102b, 104b, 106.
The determination is made when two "1" signals from 108b and 108b are both output.

Therefore, after a mismatch is detected, if the distance between the two ranges is only one range (that is, if the operation switch 18 is only operated up to the adjacent range),
The drive motor 22 is drive-controlled so that both match.
If the two are separated by more than a lunge (i.e., operation switch 1
8 is operated further beyond the adjacent travel range), the drive motor 22 is activated so that the travel range of the automatic transmission 12 is set to the travel range set immediately before by the operation switch 18. It will be controlled.

That is, if it is determined NO in step S14, the process advances to step S22, and in step S22, it is determined whether the operation switch 18 is operated in the forward direction or in the reverse direction. Note that the forward/reverse determination by this operation switch J8 is performed by the four light receiving elements 102b, 1, as described above.
This is done based on the result determined in a routine for determining the rotational direction of the operating switch 18, which is executed in advance at the timing when the two "l" signals from 04b106b and 108b are output.

In this step S22, if it is determined that the direction is positive, that is, if it is determined that the flag F (positive) is set to "1j," in step S24, the enable latch circuit ENA of the servo amplifier 110 is and 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 S22 that the direction is backward, that is, if it is determined that "l" is set in the flag F (reverse), then in step 826, the enable latch circuit of the servo amplifier 110 is Send “1” signal to ENA and “0” to direction latch circuit DIR.
Output a signal. 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.

Then, when step S24 or step S26 is executed, the process returns to the first step SIO, and the procedures following step SIO are executed again.

Here, in the process of executing the procedure from step SIO described above, the travel range set by the automatic transmission 12 based on the drive of the drive motor 22 approaches the next adjacent travel range, but it is still Based on the travel range (SR,) set by the operation switch 18 and the travel range (SR1) set by the inhibitor switch 32,
No is determined in step S14, and step S2
2. Step 524 (or step 826) will continue to be executed, and the drive motor 22 will continue to be driven.

On the other hand, when the travel range set by the automatic transmission 12 or the next adjacent travel range is set, the travel range set by the operation switch 18 (SRs) and the travel range based on the inhibitor switch 32 (SR,) are set. They match, and as a result, the determination in step S14 becomes YES. Therefore, steps S16 and subsequent steps are executed, and the drive motor 22
The process will be stopped by executing step S20.

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 this embodiment, the driving range switching operation is executed in response to the operation of the operation switch 18 in a sensitive manner.

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. . Furthermore, in this embodiment, even if the operating switch 18 is operated rapidly,
Following this rapid operation, the automatic transmission 12 also starts switching operation of the driving range, and the actual driving range of the automatic transmission 12 that responds well to the driver's driving range switching operation is started. A switching operation will be achieved.

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

For example, in the above-described embodiment, the signal generating mechanism 100 is configured to define each travel range based on the combination of outputs of two "1" signals on the four trajectories ψ1ψ2ψ3ψ4, and the control unit 30 explained that the reading operation of the driving range is set to be executed when two corresponding "1" signals are output in each driving range. However, the present invention is not limited to this configuration; it may be configured as shown in FIGS. 20 and 21 as other embodiments.

That is, in this embodiment, similarly to the above-mentioned embodiment, the four wheels are formed so as to extend over the entire travel range.
Book trajectory ψ1. ψ2ψ3ψ4, and these four trajectories ψ1. The slit formation position is defined at the intersection of ψ2ψ3ψ and the radiation (radius) passing through each travel range. In other words, four slit formation positions are defined for each travel range, and in each travel range, four slit formation positions are defined. On the slit formation value, slits are formed by combinations that uniquely define each travel range, but each travel range is not defined by a combination of only two "1" signals, but by a combination of only two "1" signals. It is configured to be defined by a combination of two "1" signals.

Specifically, slits are formed according to each travel range in the manner shown in Table 2 on the next page.

Table 2 Here, in this example, each driving range is
to the third three trajectories ψ1ψ2. It is set to be uniquely defined based on the combination of the first slits formed on ψ3, and the second slit formed on the fourth locus ψ4 is defined as a so-called window. . That is, the first to third three trajectories ψ, ψ2. A small number of first slits are formed on ψ3, and the combination of the first slits defining each travel range is set to form a so-called gray code.

On the other hand, the second slit formed on the fourth locus ψ4 for the so-called window uses the first slit as shown in FIG.
They are formed to be biased inward from both ends along the optical scanning direction. Here, the amount of deviation at both ends of the second slit for the window, that is, the amount of offset is:
After considering the maximum formation error in the first slit, the amount is set to take into account its own formation error. On the other hand, in the CPU, the light is received through the second slit formed for the window, and only while the fourth light receiving element 108b is outputting the "1" signal, the first
r outputted from the first to third light receiving elements 102b, 104b, 106b by receiving the light passing through the slit.
It is configured to read the lJ signal.

As a result, in this embodiment, for example, when the forward two-speed range "2" is set by the operation switch 18, the first to fourth light receiving elements 102b104b , 1.06b, and 108b output "1" signals, respectively. Here, the symbols (a), (b), and (c) in FIG. 21 (A).

(d) shows the first to fourth light receiving elements 102b.

“1” output from 104b, 106b, and 108b, respectively.
” shows the output waveform of the signal.

As shown in the figure, even if the first slit is deviated along the optical scanning direction due to formation errors and the rising timing of the "1" signal due to optical scanning is different, the CPU As mentioned above, the first to third signals are output only during the period when the rlJ signal is output from the fourth light receiving element 108b corresponding to the second slit formed for the window on the fourth locus ψ4. Three trajectories ψ3. ψ2ψ
"1" from the first to third light receiving elements 102b, 104b, 106b corresponding to the first slit formed on the "1"
” signal.

In this way, in this embodiment, (
As shown in B), the first to third light receiving elements 102b104b, 106b to (7)r corresponding to the first slit
The read/write waveform of the lJ signal is formed to be uniform along the optical scanning direction. Here, the symbols (i), (ii), (iii) in (B) of FIG.
) respectively show the waveform shapes of "1" signals from the first to third light receiving elements 10, 2b, 104b, and 106b read by the CPU.

Therefore, according to this embodiment, the first slit formed on the first to third three trajectories ψ and ψ2ψ each has its own formation error, and is biased along the optical scanning direction. Even if the second slit defined as a window allows the "
1'' signal will be read, and erroneous determination of the travel range based on the formation error of each slit will be reliably avoided.

That is, in this embodiment, each travel range is defined by at least one "1" signal, and its read timing is defined by one rlJ signal for the window, so in total, the (Both two “
1'' signal, it can be expressed that each driving range is configured.

(Hereinafter, blank space) [Effects of the Invention] As detailed above, the operating device for a vehicle automatic transmission according to the present invention includes an actuator that drives a hydraulic valve for switching the travel range of the automatic transmission, and an actuator that drives a hydraulic valve for switching the travel range of the automatic transmission. In the operating device for an automatic transmission for a vehicle, comprising a control means for controlling an actuator, and a speed change operation means for outputting a range signal indicating a currently set travel range to the control means, the speed change operation means is configured to perform setting. A stroke contact type operation switch is provided in which the travel ranges are sequentially arranged in parallel on a predetermined locus, and the operation switch outputs a range signal composed of at least two or more level signals corresponding to each travel range. The vehicle is characterized in that it includes a signal generating means, and the control means determines a corresponding travel range and drives the actuator in a state in which all level signals constituting each range signal are input.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, each of the range signals is composed of two level signals, and the control means is configured to control the driving range according to the corresponding driving range in a state where the two level signals are input. It is characterized by being configured to distinguish between.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the signal generating means generates at least one first level signal defining each travel range and a detection period of the first level signal. The forward control means is configured to output a prescribed second level signal, and the forward control means controls the corresponding travel range based on the first level signal only during the period when the second level signal is input. It is characterized by being configured in such a way that it can be discriminated.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the operating switch is capable of setting at least five driving ranges including a parking range, a reverse range, a neutral range, a forward drive range, and a low speed forward range. The signal generating means is moved in accordance with the operation of the operating switch, and is set at four positions corresponding to each driving range, and the signal generating means is set in four positions according to the operating range of the operating switch. A slit member having a plurality of slit forming positions set as many as the number of cooking ranges, and four sets of light emitting/light receiving means provided corresponding to the four slit forming positions in each traveling register, is characterized in that in each travel range, only two slits are formed to allow light to pass through the corresponding light emitting/light receiving means, in a manner different from other travel registers.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the operating switch is comprised of two running ranges, a 2nd forward speed range and a 1st forward speed range, as the low speed forward range. It is said that

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the operating switch is configured to be rotatable, and the four slit forming positions arranged for each of the driving ranges are as follows:
The four slits are formed on one radius defined according to the corresponding travel range, and the four slit formation positions on each green shape are characterized by being defined on concentric circles having the same center.

Therefore, according to the present invention, when the range signal representing each driving range on the operation switch is composed of a plurality of level signals, it is possible to reliably prevent the driving range from being judged and ensure safe driving. An operating device for a vehicle automatic transmission that can be used will be provided.

[Brief explanation of drawings]

FIG. 1 schematically shows the configuration of an electric driving range switching device to which an embodiment of the operating device for automatic transmission for vehicles according to the present invention is applied. FIG. 2 shows the drive shown in FIG. 1. A wiring diagram showing how the motor is connected to the control system. Figure 3 is a perspective view showing the location of the operating switch and manual drive mechanism inside the vehicle; Figure 4 shows how the operating switch is installed when seated in the driver's seat. FIG. 5 is a side view showing the arrangement of the operating switches as seen from the left side; FIG. 6 is a perspective view showing the external configuration of the operating switches; FIG. 7 is a perspective view showing the external configuration of the operating switches. A cross-sectional view showing the internal structure of the operation switch along with the formation pattern of the guide groove; Figure 8 is a cross-sectional view showing the depth shape of the guide groove formed in the mounting ring; Figure 9 is a cross-sectional view showing the guide bin in its pushed state. Figure; Figure 10 is a diagram showing the different operating force of the operation switch when changing the driving range; Figure 11 and Figure 1.
Figure 2 is a perspective view and side view showing the arrangement of the operation switches; Figure 13 is a side view illustrating the setting position of the reverse range; Figure 14 shows the driver's left knee in a standing position. A side view for explanation; 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. 17 is a front view specifically showing the formation state of the slits formed on the slit disk; Fig. 18 is a wiring diagram showing the connection state between the signal generation mechanism and the control unit; Fig. 19 is the main A flowchart showing a routine control procedure; FIG. 20 is a diagram illustrating the formation state of the slit in another embodiment of the operating device for a vehicle automatic transmission according to the present invention; FIG. 21 corresponds to FIG. 5 is a timing chart showing signal waveforms of a level signal output from a travel range and a level signal read by a CPU. In the figure, 10... operating device, 12... automatic transmission, 1
4...Engine, 16...Hydraulic valve, 18...
Operation switch, 20...electric drive range switching device,
22... Drive motor, 24... Drive shaft, 26...
Rotating arm, 28... Connection wire, 30... Control unit, 32... Inhibitor switch, 32a...
Swivel arm, 34...Clutch mechanism, 36...Rotary encoder, 38...Manual drive mechanism, 40...
Rotating plate, 42... Pinion gear, 44... Rack member, 46... First auxiliary connecting 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, 62... Wiper operation lever, 64... Mounting ring, 66... Switch body, 66a ...Outer flange part (slit disk), 66b...Shaft part, 66
c... Contact rod, 66d... Moving part, 66e...
・Through hole, 66f...locking nut, 66g...coil spring, 66h...recess, 66i...blind plate, 68...finger operation part, 70...pushing part, 72...
・Hold button, 74...mode switching button,
76... Day tent mechanism, 76.762; 76D
Near 6N, 76R; 76p...day tent hole,
78... Regulatory mechanism, 80... Guide groove, 80a...
- Straight groove portion, 80b...first lateral groove portion, 80c...
Inclined groove part, 80d... Second lateral groove part, 80e... Third lateral groove part, 80f... Connection groove part, 82... Guide bin, 82a... Bin body, 82b... Outer side Flange portion, 84... Recess, 84a... First portion, 84
b...Second portion, 86...Lock ring, 88...
- First coil spring, 90... Second coil spring, 92... Armrest, 94... Instrument panel, 96... Driving range indicator, 98... A/T warning lamp, 100...Signal generation mechanism, 102.104.106.108...Photocabra, 102a; 104a; 106a; 108
a = light emitting element, 102b, 104b. 106b, 108b... Light receiving element, 110... Servo amplifier, rPJ: rRJ; rNJ
, rDJ. r2J, rlJ... Travel range, A, B... Grip position, C... Center line, d+; d2... Separation distance,
G... Gap, hl; h2; h3... Depth,
℃. ...Axis, ρ: j2z; Ax; j
2-: ns ”' Turning radius, S. S, ・S, ; So ; S2, s, ... Inhibitor switch contact. Patent applicant Mazda Stock Figure 8 Figure 9 Figure 10 Figure 11 Figure 7/-ゝ100 Figure 18 372-

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 operation switch in which travel ranges to be set are sequentially arranged in parallel on a predetermined locus, and the operation switch is configured to operate at each travel range. The control means is provided with a signal generating means for outputting a range signal composed of at least two or more level signals corresponding to a range, and the control means is configured to output a range signal consisting of at least two level signals in a state in which all the level signals constituting each range signal are input. An operating device for an automatic transmission for a vehicle, characterized in that it determines a travel range and drives the actuator. (2) Each of the range signals is composed of two level signals, and the control means is configured to determine the corresponding travel range in a state where the two level signals are input. An operating device for a vehicle automatic transmission according to claim 1. (3) The signal generating means is configured to output at least one first level signal that defines each travel range and a second level signal that defines a detection period of the first level signal. Claim 1, wherein the control means is configured to determine a corresponding travel range based on the first level signal only during a period when the second level signal is input. The operating device for a vehicle automatic transmission according to item 1. (4) The operation switch is configured to be able to set at least five driving ranges: a parking range, a reverse range, a neutral range, a forward drive range, and a low speed forward range, and the signal generation means is configured to: The slit forming position is moved according to the operation of the operation switch, and four slit formation positions are set at positions corresponding to each travel range, and a plurality of slit formation positions are set as many as the travel ranges arranged along the operating direction of the operation switch. and four sets of light-emitting/light-receiving means provided corresponding to the four slit formation positions in each travel register, and the slit member is provided with a slit member in each travel range that is different from other travel registers. Operation of an automatic transmission for a vehicle according to claim 2 or 3, characterized in that, in a different manner, only two slits are formed to allow passage of light in the corresponding light emitting/light receiving means. Device. (5) The vehicular automatic according to claim 4, wherein the operation switch is configured with two driving ranges, a 2nd forward speed range and a 1st forward speed range, as the low speed forward range. Transmission operating device. (6) The operation switch is configured to be rotatable, and the four slit formation positions arranged for each of the travel ranges are formed on one radius defined according to the corresponding travel range, The four slit formation positions on each half are:
5. The operating device for an automatic transmission for a vehicle according to claim 4, wherein each of the operating devices is defined on concentric circles having the same center.