JP2003065430A - Control device of shift range switching for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of shift range switching for an automatic transmission capable of releasing a vehicle from a travelable state when a safe traveling state is possibly lost due to driver's mishandling. SOLUTION: This control device is provided with a shift range switching mechanism 10 for the switching of various traveling ranges including parking, an actuator 100 acting as the drive source of the shift range switching mechanism 10, a drive circuit 20b for driving the actuator 100, a control means 20a controlling the shift range of the automatic transmission into a shift range corresponding to switching commands by driving the actuator through the drive circuit according to the switching commands inputted with external operation. When a vehicle is in the state of traveling backward, the control means 20a releases the vehicle from the travelable state regardless of the switching commands when the vehicle speed is determined to have exceeded a prescribed value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift range switching control device for an automatic transmission.

[0002]

2. Description of the Related Art As a shift range switching device for an automatic transmission, there is known a device for switching a shift range by operating a position of a spool valve which controls a hydraulic pressure of a hydraulic circuit inside the automatic transmission.

In this type of device, a neutral start switch is provided outside the automatic transmission as a means for detecting the position of the spool valve. Further, the spool valve is mechanically linked to the shift lever selection device, and the driver operates the shift lever selection device to switch to each shift lever.

[0004]

In the conventional configuration, switching to each shift range, particularly parking (hereinafter referred to as P) and neutral (hereinafter referred to as N) ranges is performed only by the driver's operation. It is possible. That is, after the driver operates the shift lever selection device to switch to a predetermined shift range in which the vehicle can travel, the vehicle automatically stops traveling unless the driver again operates the shift lever selection device at the discretion of the driver. Possible P range or N
It does not switch to the range.

Therefore, when the driver mistakes the accelerator pedal and the brake pedal when the vehicle is traveling backwards, such as when the vehicle is parked, the vehicle may lose the safe driving state, or an obstacle may be present in the blind spot of the vehicle due to an alarm from the back sonar. However, there is a rare case that the accelerator pedal is fully closed and the brake is not applied in time, and in some cases, an obstacle is touched.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle with a safe driving state when the vehicle may lose a safe driving state due to a driver's erroneous judgment or erroneous operation. It is an object of the present invention to provide a shift range switching control device for an automatic transmission that can release a travelable state.

[0007]

According to a first aspect of the present invention, there is provided a shift range switching mechanism for switching the shift range of an automatic transmission to various driving ranges including parking, and a drive source for the shift range switching mechanism. By controlling the shift range of the automatic transmission to a shift range corresponding to the switching command by driving the actuator through the driving circuit according to the actuator, the driving circuit for driving the actuator, and the switching command input by the external operation. The automatic transmission is provided with a control means, and the automatic transmission is connected to an engine that transmits a propulsive force to the vehicle, and the control means controls the vehicle speed of the vehicle to exceed a predetermined vehicle speed when the vehicle is in the backward traveling state. If it is determined that the vehicle is running, the state in which the vehicle can run is canceled regardless of the switching command.

Thus, when an overspeed state exceeding a predetermined vehicle speed occurs due to a driver's erroneous operation such as a wrong pedal operation when reversing when entering a garage or the like, a shift range for canceling the vehicle drivable state Therefore, it is possible to avoid a state in which the safe driving state of the vehicle is lost.

According to a second aspect of the present invention, a shift range switching mechanism for switching the shift range of the automatic transmission to various traveling ranges including parking, an actuator serving as a drive source of the shift range switching mechanism, and an actuator. And a control means for controlling the shift range of the automatic transmission to a shift range corresponding to the switching command by driving the actuator through the driving circuit according to the switching command input by an external operation. ,
The automatic transmission is connected to an internal combustion engine that transmits a propulsive force to a vehicle equipped with an obstacle warning device that detects an obstacle and notifies the driver of the obstacle, and the control means, when the vehicle is in a traveling state, If it determines that the approach distance of the obstacle detected by the obstacle warning device is smaller than the predetermined approach distance, regardless of the switching command,
Cancels the vehicle's runnable state.

As a result, although the obstacle warning device recognizes the obstacle approaching the vehicle,
Judgment and agility Due to the driver's erroneous judgment such as operation delay to release the state in which the vehicle can travel such as fully closing the accelerator pedal, the obstacle approaching the vehicle was over-closed than the predetermined approach distance. At this time, since it is possible to control to the shift range that releases the state in which the vehicle can travel, it is possible to avoid the state in which the vehicle safely loses the traveling state.

Releasing the vehicle from the runnable state means switching control to the P range or the N range as described in claim 3.

That is, the state in which the vehicle can be stopped can be stopped by controlling the switching to the P range or the N range, so that it is possible to avoid a state in which the safe traveling state of the vehicle is lost.

According to claim 4 of the present invention, the internal combustion engine is provided with fuel injection means for injecting fuel to be supplied to the combustion chamber of the internal combustion engine, and the control means releases the state in which the vehicle can run. At the same time, the fuel injection by the fuel injection means is stopped.

That is, by stopping the fuel injection by the fuel injection means, it is possible to stop the operation of the internal combustion engine that transmits the propulsive force to the vehicle. Therefore, the control means releases the vehicle from the drivable state. Since the propulsive force of the vehicle can be eliminated, the vehicle can be reliably stopped, and thus the state in which the safe running state of the vehicle is lost can be surely avoided.

According to the fifth aspect of the present invention, when it is judged that the approach distance of the obstacle detected by the obstacle warning device is narrower than the predetermined approach distance, the control means sets the two-dimensional map based on the vehicle speed and the limit approach distance. The vehicle contact determination condition is composed of, and it is determined to be narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

That is, in a vehicle equipped with an obstacle warning device that detects an obstacle and notifies the driver of the obstacle, the control means contacts the vehicle based on the information on the approach distance of the obstacle detected by the obstacle warning device. From the determination condition, that is, the two-dimensional map based on the vehicle speed and the limit approach distance, it is possible to determine the over-approach state narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

According to the sixth aspect of the present invention, when it is determined that the approach distance of the obstacle detected by the obstacle warning device is narrower than the predetermined approach distance, the control means obtains it by a calculation formula using the vehicle speed as a variable. The vehicle has a vehicle contact determination condition having a limited approach distance, and is determined to be narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

That is, in a vehicle equipped with an obstacle warning device that detects an obstacle and notifies the driver of the obstacle, the control means contacts the vehicle based on the information on the approach distance of the obstacle detected by the obstacle warning device. From the determination condition, that is, the limit approach distance obtained by a calculation formula using the vehicle speed as a variable, it is possible to determine an overapproach state narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments embodying a control device for an automatic transmission according to the present invention will be described below with reference to the drawings.

FIG. 1 is a configuration diagram showing the overall configuration of a shift range switching control device for an automatic transmission according to an embodiment of the present invention. FIG. 2 is an electrical configuration diagram showing an electrical configuration for driving the actuator unit in FIG. 1 to control the shift range. Further, FIG. 3 is a flowchart showing a shift range automatic switching control process executed by the control circuit in FIG. 1 when the vehicle is traveling backward and at an excessive vehicle speed.

As shown in FIG. 1, a shift range switching control device 1 for an automatic transmission includes a shift range selection device 10.
, Control circuit 20a, display unit 30, and drive circuit 20b
A shift range switching mechanism 40 incorporated in the automatic transmission 50 for switching the shift range, an actuator section 100 for driving the shift range mechanism 40, a vehicle speed sensor 70, and a brake switch 80. There is.

The shift range selection device 10 is a position switch that is switched by the driver's operation of the shift lever to select various driving ranges including parking of the automatic transmission 50, or an operation switch directly operated by the driver. Composed.

A microcomputer is used as the control circuit 20a, a read-only memory (ROM) in which a program necessary for various software processing for changing the running range of the automatic transmission 50 is stored, and a central arithmetic operation for executing this program. A processing unit (CPU), a writable memory (RA that temporarily stores variables necessary for a program)
It is mainly composed of M).

A switching command (hereinafter referred to as a range signal) output by operating the range selecting device 10 is input to the control circuit 20a, and the rotary shaft 1 of the actuator unit 100 is provided in the actuator unit 100.
Encoder 10 for detecting the rotation angle of 00a (see FIG. 4)
The detection signal detected from 3 is input.

The control circuit 20a drives the actuator section 100 via a drive circuit 20b, which will be described later, according to a range signal input by an external operation of the range selection device 10 or the like, thereby shifting the range signal. It is a control means for controlling to the range.

The drive circuit 20b receives the drive signal output from the control circuit 20a in response to the range signal. The drive circuit 20b supplies a current in response to the drive signal,
The driving range switching actuator 100 is driven.

The display unit 30 is, for example, a range indicator 30a on the instrument panel provided in the front of the driver's seat, a voice navigation control unit (not shown), or other device for informing the vehicle occupant such as the driver. The warning lamp 30b may be used as means for informing the driver or passenger of the state of the shift range switching control device 1. Further, the display unit 30 receives the signals output from the control circuit 20 to the range indicator 30a and the voice navigation control unit, respectively. Range indicator 30
In a, basically, the current traveling range of the automatic transmission 50 is lit and displayed, and the voice navigation control unit outputs a voice from a speaker (not shown) to notify the driver of an erroneous operation of the range selection device 10. It is possible to perform functions such as issuing a warning.

Vehicle speed sensor 70 and brake switch 8
0 is a device for recognizing the driving state of the vehicle,
For example, with respect to the range signal output from the shift range selection device 10 by the driver's operation of the shift lever or the like, the target travel range is corrected according to the driving state of the vehicle, or the shift range selection device by the driver. The signals of the vehicle speed sensor 70 and the brake switch 80 are input to the control circuit 20 so that the operation of the vehicle 10 can be regulated.

Here, the actuator section 100 is shown in FIG.
As shown in FIG.
2, an encoder 103, and a neutral start switch 108.

As the actuator 101, a DC motor, a synchronous motor, or the like is used.
The rotating shaft 100a of No. 1 is connected to the reduction mechanism 102 that increases the output torque.

The output end of the speed reduction mechanism 102 is connected to the control output shaft 408 of the shift range switching mechanism 40 (see FIG. 4). Therefore, when the driver operates the range selection device 10 to switch to the P range, the deceleration mechanism 102 uses the actuator 101 to park the parking mechanism 40p (see FIG. 4).
It is possible to generate a large output torque without increasing the size of the actuator 101 so as to activate the mechanical locking means (see).

The encoder 103 is the actuator 10
For detecting the rotation angle of the first rotating shaft 100a,
The absolute rotation angle can be detected in order to operate the shift range switching mechanism by rotating the actuator 101 a plurality of times via the deceleration mechanism 102.

The shift range switching mechanism 40 sets the shift range of the automatic transmission 50 to each of parking (P), reverse (R), neutral (N), drive (D), second (2) and low (L). It is for switching to the running range in order.

The shift range switching mechanism 40 includes a range switching valve 40h and a parking mechanism 4 as shown in FIG.
It consists of 0p. The range switching valve 40h is used for the automatic transmission 50.
Hydraulic pressure is supplied from the internal hydraulic circuit, and the spool valve 401
A friction engagement device (not shown) for controlling the position of each of the discharge ports to set each traveling range.
The engagement and disengagement of the is controlled. Further, the parking mechanism 40p is a mechanical lock means that is interlocked with the position of the spool valve 401, and switches to the P range.

As a concrete structure, the range switching valve 40
h is a spool valve 401, a valve body 402, and a detent spring 40 for holding each traveling range.
3, a detent lever 404, and a parking gear 405 provided on an output shaft (not shown) of the automatic transmission 50, which is the parking mechanism 40p, and the parking gear 4
A parking rod 407 for stopping rotation of the control output shaft 408, and a control output shaft 408 to which the detent lever 404 is fixed are configured.

The parking mechanism 40p transmits the rotation of the control output shaft 408 via the detent lever 404 and the parking rod 407 as a link operation in the directions A and B of the arrow, and the parking king pole 406 to the parking gear 405. To fit. As a result, the P range is switched by the rotation of the control output shaft 408 connected to the output shaft 100a of the actuator unit 100.

The configuration of the shift range switching control device 1 for the automatic transmission has been described above. The electrical configuration for driving the actuator section 100 to control the shift range is as shown in FIG. Here, the actuator control circuit 20 includes the control circuit 20a and the drive circuit 2 described above.
0b, which includes a control unit 201, a counter unit 202, a nonvolatile memory unit 203 built in the control unit 201, a signal input / output stage 204, and the like. The actuator control circuit 20 is supplied with power from a battery 600 that is charged by an alternator (not shown) when the engine is driven, and the power from the battery 600 to the actuator control circuit 20 is in the on / off state of the ignition key 620. Is supplied and cut off by the relay 610.

In the shift range switching control device 1 of the automatic transmission having the above-described structure, the control circuit 20a receives the range signal output from the shift range selection device 10 by the driver operating the shift lever or the like. Next, the control circuit 20a causes the rotary shaft 100 detected by the encoder 103 provided in the actuator unit 100 so as to reach a target travel range (hereinafter, referred to as a target travel range).
A signal representing the rotation angle of a and a drive signal for switching from the current traveling range to the target traveling range are sent to the drive circuit 20b. As a result, the drive circuit 20b is connected to the actuator 1
A current is supplied to 01 to switch to the target travel range.

The means for avoiding the sudden start of the vehicle even when the engine becomes over-rotated by the driver's erroneous operation such as pedaling when the vehicle is stopped, which is a feature of the present invention, will be described below with reference to FIG. It will be described with reference to FIG.

As shown in FIG. 2, the actuator control circuit 20 includes a vehicle speed sensor 70, a brake switch 80,
An alarm light 32 of the display unit 30, an alarm buzzer 92, and other notification means are connected to the signal input / output stage 204.

Next, the shift range automatic switching control process at the time of over vehicle speed in the reverse traveling state shown in FIG. 3 (hereinafter, referred to as over vehicle speed automatic switching control process) will be described.

As shown in FIG. 3, in the overvehicle speed automatic switching control process, the current shift range of the automatic transmission 50 is read in S301 (S represents a step). That is,
By inputting the range signal transmitted from the shift lever selection device 10 or the rotation angle signal transmitted from the encoder 103 into the signal input / output stage 204, the shift range, that is, the current traveling range is read. When this shift range is read, in S302, it is determined whether the read current traveling range is the R range. If the current traveling range is the R range, the process proceeds to S303. On the other hand, if it is not in the R range, the process returns to S301 to put the process in a standby state.

In S303, the vehicle speed signal transmitted from the vehicle speed sensor 70 is fetched into the signal input / output stage 204,
Read the vehicle speed. When this vehicle speed is read, in S304, it is determined whether or not the current vehicle speed exceeds a predetermined vehicle speed (for example, 30 km / h or more). If the current vehicle speed is 30 km / h or more, the process proceeds to S305 for automatically canceling the travelable state regardless of the switching command of the shift range selection device 10. On the contrary, if the current vehicle speed does not reach 30 km / h, the process returns to S301 and the process is put in a standby state.

In S305, the shift range selection device 10
The shift range (eg N
Forcibly switch control to range). As a result, the state in which the vehicle can be stopped can be achieved by controlling the switching to the N range, so that it is possible to avoid the state in which the safe traveling state related to the overspeed in the backward traveling state of the vehicle is lost.

More specifically, when an overspeed exceeding a predetermined vehicle speed occurs due to a driver's erroneous operation such as depressing a pedal when reversing when entering a garage or the like, a shift range for canceling the state in which the vehicle can travel is released. Therefore, it is possible to avoid a state in which the safe traveling state of the vehicle is lost.

The shift range in which traveling can be stopped is not limited to the N range but may be the P range. For the purpose of avoiding a state in which the safe driving state of the vehicle is lost due to the driver's erroneous operation, if the forced switching control to the P range is performed in consideration of the urgency and the occurrence ratio, the P range will be maintained automatically during traveling. As long as the strength function of the transmission 50 can be maintained, it is possible to instantly switch to the vehicle stop / hold state, so that the state in which the safe running state of the vehicle is lost can be immediately avoided.

Further, in S305, the fuel is injected into the combustion chamber of the internal combustion engine while canceling the traveling state by forcibly controlling the shift range N range or P range where traveling can be stopped. The fuel injection by the injection means is stopped. As a result, the propulsive force of the internal combustion engine transmitted to the vehicle disappears, so that it is possible to reliably avoid a state in which the vehicle is in a safe driving state.

It should be noted that the predetermined vehicle speed as the overvehicle speed is 30 k.
Although m / h is set, it may be set to a value lower than this for safety.

In the above-described embodiment, the determination of the state in which the safe driving state related to the over-vehicle speed is lost is described based on the current vehicle speed. However, it is not limited to the vehicle speed, but a transitional change of the vehicle speed, etc. The amount of change in the accelerator pedal depression, etc., or the number of revolutions of the internal combustion engine that transmits the propulsive force to the vehicle, and the judgment value that can predict that the safe driving state will be lost will be set. It doesn't matter.

In the above-mentioned automatic switching control process during over-rotation, the control is forcibly switched to the N or P range in S305, and the driver continues to depress the accelerator pedal, which is related to the overspeed. If so, warning light 3
2, or a warning buzzer 92 may be used to add a control process for informing the driver that the traveling-enabled state has been released, that is, a warning of a state in which the so-called safe traveling state is lost.

As a result, the state where the safe traveling state related to the overspeed in the backward traveling state of the vehicle is lost is avoided and the driver is warned, so that the operation of the driver can be promptly returned to the normal state. it can.

(Modification) A modification will be described below with reference to FIGS. FIG. 5 is a configuration diagram showing an overall configuration of a shift range switching control device for an automatic transmission according to a modified example. FIG. 6 is a flowchart showing a shift range automatic switching control process executed by the control circuit shown in FIG. 5 at the time of overspeed during backward traveling of the vehicle.

As shown in FIG. 5, the modification is different from the above embodiment in that the obstacle does not come into contact with the blind spot of the vehicle.
Obstacle warning device 90 that detects an obstacle and informs the driver
Is the same as the configuration of the above-described embodiment except that is added to the configuration. The obstacle warning device 90 is provided at the front and rear corners of the vehicle.
An approach signal representing the approach distance of an obstacle approaching the vehicle is transmitted and is connected to the signal input / output stage 204 of the control circuit 20.

Next, the shift range automatic switching control process (hereinafter referred to as "the shift range automatic switching control process") shown in FIG.
The automatic switching control process at the time of excessive approach) will be described.

As shown in FIG. 6, in the over-closed automatic switching control processing, the current traveling range of the automatic transmission 50, that is, the shift range is read in S501. When this shift range is read, in S502, it is determined whether the read current driving range is the D or R range. If the current traveling range is the D or R range, the process proceeds to S503. On the other hand, if it is not in the D or R range, S301
Then, the process returns to the standby state.

In step S503, the approach signal transmitted from the obstacle warning device 90 is fetched into the signal input / output stage 204 to read the approach distance of the obstacle approaching the vehicle (hereinafter referred to as the obstacle approach distance). When this obstacle approach distance is read, in S504, it is determined whether or not the obstacle approach distance is narrower than a predetermined approach distance (for example, whether or not the vehicle speed is 50 km or less, which is a limit short distance when traveling at 10 km / h or less). to decide. If the obstacle approach distance is 50 cm or less, the process proceeds to S505 in which the state in which the vehicle can travel is automatically canceled regardless of the switching command of the shift range selection device 10. vice versa,
If the obstacle approach distance exceeds 50 cm, S301
Then, the process returns to the standby state.

In S505, the shift range selection device 10
The shift range (eg N
Forcibly switch control to range). As a result, the state in which the vehicle can be stopped can be achieved by controlling the switching to the N range, so that it is possible to avoid a state in which the safe traveling state associated with the excessive approach in the vehicle traveling state is lost.

More specifically, the operation of releasing the vehicle-runnable state, such as fully closing the accelerator pedal, with good judgment, despite the fact that an obstacle approaching the vehicle is recognized by the warning of the obstacle warning device 90. When an obstacle approaching the vehicle is in an over-approach state in which the obstacle approaching the vehicle is narrower than a predetermined approach distance due to a driver's misjudgment such as delay, it is possible to control to a shift range in which the vehicle is ready to run Therefore, it is possible to avoid a state in which the safe driving state of the vehicle is lost.

The shift range in which traveling can be stopped is not limited to the N range but may be the P range. For the purpose of avoiding a state in which the driver loses the safe driving state due to the cause of erroneous judgment, if the forced switching control to the P range is performed in consideration of the urgency and the occurrence ratio, the P range will be maintained during traveling. As long as the strength function of the automatic transmission 50 can be maintained, it is possible to instantaneously switch to the vehicle stop and hold state, so that the state in which the safe running state of the vehicle is lost can be immediately avoided.

Further, in S505, the state in which the vehicle can travel is canceled by forcibly switching control to the shift range N range or P range where traveling can be stopped, and the fuel for injecting the fuel to be supplied to the combustion chamber of the internal combustion engine is injected. The fuel injection by the injection means is stopped. As a result, the propulsive force of the internal combustion engine transmitted to the vehicle disappears, so that it is possible to reliably avoid a state in which the vehicle is in a safe driving state.

When the predetermined approach distance as an excessive approach, that is, the limit approach distance is 10 km / h or less, 50c
However, the vehicle contact determination condition may be the following limit approach distance.

First, when it is determined that the approach distance of the obstacle detected by the obstacle warning device 90 is narrower than the predetermined approach distance, the control circuit 20 determines the vehicle contact condition based on the two-dimensional map of the vehicle speed and the limit approach distance. And it is determined to be narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

That is, the control circuit 20 is based on the information on the approach distance of the obstacle detected by the obstacle warning device 90 in the vehicle equipped with the obstacle warning device 90 for detecting the obstacle and notifying the driver. From the two-dimensional map of the vehicle contact determination condition, that is, the vehicle speed and the limit approach distance, it is possible to determine the over-approach state narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

Next, when it is judged that the approach distance of the obstacle detected by the obstacle warning device 90 is narrower than the predetermined approach distance, the control circuit 20 determines the limit approach distance obtained by the calculation formula using the vehicle speed as a variable. The vehicle has a vehicle contact determination condition that is provided and determines that the vehicle contact determination condition is narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

That is, the control circuit 20 is based on the information of the approach distance of the obstacle detected by the obstacle warning device 90 in the vehicle equipped with the obstacle warning device 90 which detects the obstacle and informs the driver. From the vehicle contact determination condition, that is, the limit approach distance obtained by a calculation formula using the vehicle speed as a variable, it is possible to determine an over-approach state narrower than the limit approach distance corresponding to the vehicle speed of the vehicle.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an overall configuration of a shift range switching control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is an electrical configuration diagram showing an electrical configuration for driving an actuator unit in FIG. 1 to control a shift range.

FIG. 3 is a flowchart showing a shift range automatic switching control process executed by a control circuit shown in FIG. 1 when a vehicle travels in a reverse direction at an excessive vehicle speed.

4 is a configuration diagram showing a schematic configuration of a shift range switching mechanism in FIG.

FIG. 5 is a configuration diagram showing an overall configuration of a shift range switching control device for an automatic transmission according to a modified example.

FIG. 6 is a flowchart showing a shift range automatic switching control process executed by the control circuit shown in FIG. 5 when the vehicle is traveling backward and at an excessive vehicle speed.

[Explanation of symbols]

1 Automatic Transmission Shift Range Switching Control Device 10 Shift Range Selection Device 20a Control Means (Control Circuit) 20b Drive Circuit 30 Display Section 30a Range Indicator 30b Warning Light (Warning Lamp) 40 Shift Range Switching Mechanism 50 Automatic Transmission 70 Vehicle Speed Sensor 80 Brake switch 90 Obstacle warning device 92 Warning buzzer 100 Actuator section 101 Actuator 102 Decelerator 103 Encoder S301 to S305 Automatic shift range switching control process S501 to S505 at over vehicle speed in reverse traveling state Shift range automatic switching control processing

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Shigeru Yoshiyama             1-1, Showa-cho, Kariya city, Aichi stock market             Inside the company DENSO F-term (reference) 3J552 NA01 NB01 PA37 PB10 RB01                       SB04 UA07 VA64W VB01W                       VB12W VB16Z VE06W

Claims (6)

[Claims] 1. A shift range switching mechanism for switching a shift range of an automatic transmission to various driving ranges including parking, an actuator serving as a drive source of the shift range switching mechanism, and a drive circuit for driving the actuator. By driving the actuator through the drive circuit according to a switching command input by an external operation,
Control means for controlling a shift range of the automatic transmission to a shift range corresponding to the switching command, the automatic transmission is connected to an internal combustion engine for transmitting propulsive force to a vehicle, and the control means is , When the vehicle is in a backward traveling state,
A shift range switching control device for an automatic transmission, characterized in that when the vehicle speed of the vehicle is judged to have exceeded a predetermined vehicle speed, the travelable state of the vehicle is released regardless of the switching command. 2. A shift range switching mechanism for switching the shift range of an automatic transmission to various driving ranges including parking, an actuator serving as a drive source of the shift range switching mechanism, and a drive circuit for driving the actuator. By driving the actuator through the drive circuit according to a switching command input by an external operation,
A vehicle including a control unit that controls a shift range of the automatic transmission to a shift range corresponding to the switching command, the automatic transmission including an obstacle alarm device that detects an obstacle and notifies a driver of the obstacle. Is connected to an internal combustion engine that transmits propulsive force to the vehicle, and the control means, when the vehicle is in a traveling state, if the obstacle approach distance detected by the obstacle warning device is narrower than a predetermined approach distance. When the determination is made, the shift range switching control device for the automatic transmission is released regardless of the switching command, which cancels the state in which the vehicle can travel. 3. The shift range of the automatic transmission according to claim 1 or 2, wherein the releasing of the vehicle in the drivable state means switching control to the P range or the N range. Switching control device. 4. The internal combustion engine comprises fuel injection means for injecting fuel to be supplied to a combustion chamber of the internal combustion engine, and the control means releases the vehicle from a runnable state and The shift range switching control device for an automatic transmission according to any one of claims 1 to 3, wherein fuel injection by the fuel injection means is stopped. 5. The vehicle contact determination which comprises a two-dimensional map based on the vehicle speed and the limit approach distance when the obstacle warning device detects that the approach distance of the obstacle is narrower than a predetermined approach distance. 3. The shift range switching control device for an automatic transmission according to claim 2, wherein the shift range switching control device has a condition and is determined to be narrower than a limit approach distance corresponding to the vehicle speed of the vehicle. 6. The control means determines that the approach distance of the obstacle detected by the obstacle warning device is narrower than a predetermined approach distance, and that the limit approach distance determined by a calculation formula in which the vehicle speed is a variable is used. The vehicle contact determination condition is provided, and it is determined that the vehicle contact determination condition is narrower than a limit approach distance corresponding to the vehicle speed of the vehicle.
5. A shift range switching control device for an automatic transmission as set forth in.