JP2013241091A - Change lever device of transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a change lever device of the transmission for a vehicle capable of sufficiently utilizing a switching function of a traveling mode equipped in the vehicle, by intuitively operating the traveling mode in a switching system, without visually confirming by a driver in driving.SOLUTION: When a change lever is operated in an H range from a D range in a switching system, a holding time T in the H range is counted (S6 and 12). When the holding time T reaches a determining time TO without returning the change lever to the D range from the H range (Yes in S16), a transmission is switched to manual shifting, and while, when the change lever is returned to the D range before the holding time T reaches the determining time TO (Yes in S14), a traveling mode of a vehicle is switched (S24).

Description

  The present invention relates to a change lever device for a vehicle transmission, and more particularly to a change lever device having a function of switching a running mode of a vehicle.

With the recent development of control technology, the accuracy of various types of vehicle control has been improved and the degree of freedom has been expanded. By using this point, a plurality of driving modes having different control characteristics are set in advance. Vehicles that allow mode switching between them have been put into practical use. For example, in addition to the normal normal mode, the eco-mode focusing on fuel efficiency is set as the travel mode. In the eco mode, the shift-up timing is set to a lower vehicle speed side in the automatic shift control to suppress the engine rotation, and the throttle opening characteristic with respect to the accelerator operation amount is set to the valve closing side in the engine control. By suppressing the change in output, fuel consumption is reduced compared to the normal mode.
For example, the traveling mode is switched according to the switch operation as disclosed in Patent Document 1. In the technique of Patent Document 1, an ECO (eco) switch for mode switching is provided on the instrument panel of the vehicle together with meters and other switches, and the driving mode is set by the driver turning on / off the ECO switch. It is designed to switch.

JP 2007-170276 A

In order to make full use of the switching function of the driving mode such as the ECO mode, it is necessary to switch between the normal mode in detail according to the driving conditions of the vehicle (for example, road conditions, traffic conditions, loading conditions, etc.). Inevitably, the frequency of operation of the ECO switch is high.
However, in recent vehicles, since many meters and switches are arranged on the instrument panel, it is difficult for the driver who is driving to operate the ECO switch intuitively without being visually recognized. For this reason, even if it is a short time, a driver | operator needs to operate, after moving a gaze on an instrument panel and visually recognizing an ECO switch. Therefore, the operation of the ECO switch is tensed for the driver who is driving, and there are cases where the switch operation is not performed even in a situation where the driving mode should be switched. As a result, there is a problem that fine switching of the driving mode cannot be expected and the function cannot be fully utilized even though the vehicle is equipped with a function of switching the driving mode.
The present invention has been made in order to solve such problems. The object of the present invention is to enable the driving mode to be switched intuitively without being visually recognized by the driving driver, so that the vehicle is equipped. An object of the present invention is to provide a change lever device for a vehicular transmission that can fully utilize a switching function of a traveling mode.

  In order to achieve the above object, a first aspect of the present invention provides a change lever between a drive range for automatically shifting a transmission mounted on a vehicle and a hold range that is arranged adjacent to the drive range and maintains the current shift stage. Can be switched arbitrarily, and the shift range is shifted up or down every time the change lever is switched to the shift up range and shift down range arranged on both sides of the hold range with the hold range as an automatic return position. In a change lever device for a transmission, when the change lever is switched from the drive range to the hold range, the time measuring means for measuring the time during which the change lever is held in the hold range, and the holding time measured by the time measuring means The change lever is moved before the preset judgment time is reached. When it returned to the drive range from Rudorenji, in which a traveling mode switching means for switching the travel mode of the vehicle.

The invention of claim 2 comprises over-rotation prevention means for executing over-rotation prevention control for preventing over-rotation of the traveling engine mounted on the vehicle when the change lever is in the drive range. When the change lever is switched to the hold range, the over-rotation prevention means continues over-rotation prevention control until the holding time counted by the time counting means reaches the determination time.
According to a third aspect of the present invention, there is provided display means for displaying that the change lever is in the drive range according to the first or second aspect, and the display means measures time by the time measuring means when the change lever is switched to the hold range. The display of the drive range is continued until the determined holding time reaches the determination time.
According to a fourth aspect of the present invention, in the first to third aspects, the traveling mode switching means stores and holds the traveling mode when the ignition switch of the vehicle is shut off, and reads and resumes the traveling mode stored and retained when the ignition switch is turned on. To do.
According to a fifth aspect of the present invention, in the first to fourth aspects, the traveling mode switching means can set 0 as the determination time.

  As described above, according to the change lever device for a vehicle transmission according to the first aspect of the present invention, when the change lever is switched from the drive range to the hold range, the holding time in the hold range is counted, and this holding is performed. When the change lever is returned to the drive range before the time reaches the judgment time, the driving mode of the vehicle is switched. Since the change lever is arranged at a position where the driver can operate most easily due to frequent operation, the driver can intuitively operate the eye without moving the line of sight by moving the line of sight. For this reason, even during driving, the driver can easily operate the change lever without being tense, so that the driving mode can be switched finely according to the driving conditions of the vehicle, and the switching function of the driving mode equipped on the vehicle is sufficient It can be used for.

According to the change lever device for a vehicle transmission according to the second aspect of the invention, in addition to the first aspect, when the driving engine is prevented from over-rotating in the drive range, and the change lever is switched to the hold range. The over-rotation prevention control is continued until the holding time reaches the determination time. Therefore, when the switching operation to the hold range is performed for the purpose of switching the traveling mode, the overspeed prevention control is continued even during the determination based on the holding time, and the overspeed of the engine can be prevented.
According to the change lever device for a vehicle transmission of the invention of claim 3, in addition to claim 1 or 2, the fact that the change lever is in the drive range is displayed on the display means, and the change lever is switched to the hold range. When operated, the display of the drive range is continued until the holding time reaches the judgment time. Therefore, when the operation for switching to the hold range is performed for the purpose of switching the driving mode, the display of the drive range is continued even during the determination based on the holding time, and the display means can be used for unnecessary display switching. .
Therefore, when the switching operation to the hold range is performed for the purpose of switching the traveling mode, the display of the drive range is continued. For this reason, it is possible to prevent a situation in which the display of the display unit is unnecessarily switched during the determination based on the holding time in which the drive range can be regarded as being continued.

According to a change lever device for a vehicle transmission according to a fourth aspect of the invention, in addition to the first to third aspects, the travel mode is stored and held when the ignition switch of the vehicle is shut off, and is stored and held when the ignition switch is turned on. The current driving mode is read and restarted. Therefore, for example, it is not necessary to switch the travel mode returned to the initial value by shutting off the ignition switch again to change the desired travel mode by operating the change lever, and the operability can be improved.
According to the change lever device for a vehicle transmission of the fifth aspect, in addition to the first to fourth aspects, 0 can be set as the determination time. Therefore, for example, in the case of a vehicle that does not have a traveling mode switching function, it can be dealt with by simply setting the determination time to zero.

It is a whole lineblock diagram showing the drive system of the truck to which the change lever device of the transmission for vehicles of an embodiment was applied. It is a figure which shows the range arrangement | positioning of a lever operation part. It is a flowchart which shows the driving mode switching routine which ECU performs.

Hereinafter, an embodiment of a change lever device for a vehicle transmission embodying the present invention will be described.
FIG. 1 is an overall configuration diagram showing a drive system of a truck to which a change lever device for a vehicle transmission according to this embodiment is applied. However, the application target of the change lever device for a vehicle transmission according to the present invention is not limited to a truck, and may be applied to, for example, a bus or a passenger car.

  A vehicle is equipped with a diesel engine (hereinafter referred to as an engine) 1 as a driving power source. The engine 1 is configured as a so-called common rail type engine that supplies high-pressure fuel accumulated in a common rail by a pressurizing pump to the fuel injection valve of each cylinder and injects the fuel into the cylinder as the fuel injection valve opens. The type of the engine 1 is not limited to this, and may be a conventional type diesel engine that controls fuel injection to each cylinder according to the operation of the control rack, or may be a gasoline engine.

  An input shaft 3a of an automatic transmission (hereinafter simply referred to as a transmission) 3 is connected to the output shaft 1a of the engine 1 via a clutch device 2. The rotation of the engine 1 is transmitted to the transmission 3 when the clutch device 2 is connected. It has come to be. The transmission 3 is based on a manual transmission having six forward speeds (1st to 6th speeds) and one reverse speed, and is associated with the speed change operation and speed change as described below. The connection / disconnection operation of the clutch device 2 is automated. Needless to say, the gear position of the transmission 3 is not limited to the above and can be arbitrarily changed.

The clutch device 2 is configured as a friction clutch that is connected to the flywheel 4 by press-contacting the clutch plate 5 with a pressure spring 6 and is disconnected by separating the clutch plate 5 from the flywheel 4. An air cylinder 8 is connected to the clutch plate 5 via an outer lever 7, and an air tank 11 filled with compressed air is connected to the air cylinder 8 via an air passage 10 in which an electromagnetic valve 9 is interposed.
When the solenoid valve 9 is opened, compressed air is supplied from the air tank 11 through the air passage 10 to the air cylinder 8, and the air cylinder 8 is operated to separate the clutch plate 5 from the flywheel 4 via the outer lever 7, thereby The clutch device 2 is switched from the connected state to the disconnected state. On the other hand, when the solenoid valve 9 is closed, the air cylinder 8 stops operating due to the stop of the supply of compressed air, so that the clutch plate 5 is pressed against the flywheel 4 by the pressure spring 6, and thereby the clutch device 2 is released from the disconnected state. Switch to connected state. As described above, the air cylinder 8 is operated in accordance with the opening and closing of the electromagnetic valve 9 so that the clutch device 2 can be automatically connected and disconnected.

A lever operating portion 13 of the change lever device is disposed in the driver's seat of the vehicle, and the range of the transmission 3 is switched according to the operation of the change lever 13a provided in the lever operating portion 13, and the switched range. The transmission 3 is controlled corresponding to the above. Hereinafter, the range arrangement of the lever operation unit 13 will be described with reference to FIG.
The lever operation unit 13 is provided with a manual gate for use during manual shifting in addition to a normal gate for use during normal (including automatic shifting). The normal gate is composed of a D range (drive range) for automatic shifting, an N range (neutral range) for setting the transmission 3 in a neutral state, and a reverse R range (reverse range).
These ranges are arranged in a straight line from the front to the rear in the order of the R range, N range, and D range, and can be switched and held in any range by tilting the change lever 13a in the front-rear direction. Yes. In normal times, by appropriately selecting these ranges, it is possible to arbitrarily run the vehicle by automatic shift, or to reverse or park.

In addition, the manual gate is a gate added especially assuming that the driver wants to manually perform a shift operation, and is an H range (hold range) for holding the current shift stage, and a + range for upshifting. (Shift up range) and -range for shift down (shift down range). The H range is adjacent to the left side of the D range, and can be switched and held between the H range and the D range by tilting the change lever 13a in the left-right direction.
The + range is adjacent to the front side of the H range, and the-range is adjacent to the rear side of the H range. While the change lever 13a is held in the range after the tilting operation between the R, N, and D ranges, and between the D and H ranges, the H range is used as the return position between the +, H, and-ranges. The change lever 13a tilted to the + range or -range automatically returns to the H range. Each time the change lever 13a is tilted from the H range to the + range, the transmission is shifted up by one step, and each time the tilt operation from the H range to the-range is shifted down by one step. .

  The transmission 3 is provided with a gear shift unit 14 for switching gear stages. Although not shown, the gear shift unit 14 includes a plurality of air cylinders that operate shift forks corresponding to the respective gear stages in the transmission 3, and It incorporates multiple solenoid valves that actuate the air cylinder. The gear shift unit 14 is connected to the above-described air tank 11 via the air passage 15, and compressed air from the air tank 11 is supplied to the corresponding air cylinder via the air passage 15 in accordance with opening and closing of each solenoid valve. When the cylinder is operated and the corresponding shift fork is switched, the gear stage of the transmission 3 is switched according to the switching operation.

In the passenger compartment, an input / output device (not shown), a storage device (ROM, RAM, etc.) for storing control programs and control maps, an ECU (control unit) equipped with a central processing unit (CPU), a timer counter, etc. 21 is installed, and comprehensive control of the engine 1, the clutch device 2, and the transmission 3 is performed.
On the input side of the ECU 21, an engine rotation speed sensor 22 that detects the rotation speed Ne of the engine 1, a clutch rotation speed sensor 23 that detects the rotation speed (clutch rotation speed) of the input shaft 3 a of the transmission 3, and a lever operation unit 13. A lever position sensor 24 for detecting the switching position of the change lever 13a, a gear position sensor 25 for detecting the gear position of the transmission 3, an accelerator sensor 27 for detecting an operation amount θacc of the accelerator pedal 26, and an output shaft of the transmission 3 Sensors such as a vehicle speed sensor 28 provided at 3b for detecting the vehicle speed V are connected.

On the output side of the ECU 21, a range provided on an instrument panel of a vehicle (not shown) for displaying the ranges of the solenoid valve 9 of the clutch device 2, the solenoid valves of the gear shift unit 14, and the lever operation unit 13. A display unit 29 (display means), a buzzer 30 for warning over-rotation of the engine 1 also provided on the instrument panel, and the like are connected, and although not shown, a pressure pump for common rail pressure accumulation and each cylinder The fuel injection valve is connected.
In addition, you may make it provide ECU for engine control separately from ECU21, for example, without controlling comprehensively by single ECU21 in this way.

  For example, the ECU 21 determines the rail pressure of the common rail accumulated by the pressure pump from a map (not shown) based on the engine rotation speed Ne detected by the engine rotation speed sensor 22 and the accelerator operation amount θacc detected by the accelerator sensor 27. The fuel injection amount to each cylinder is calculated, and the fuel injection timing is calculated from a map (not shown) based on the engine speed Ne and the fuel injection amount Q. Based on these calculated values, the pressure pump is driven and controlled, and the engine 1 is operated while driving and controlling the fuel injection valve of each cylinder.

Further, the ECU 21 controls the transmission 3 in accordance with the range of the lever operation unit 13 detected by the lever position sensor 24.
For example, the ECU 21 switches the transmission 3 to the neutral state by switching the shift fork by the gear shift unit 14 while the clutch device 2 is connected / disconnected by the air cylinder 11 when the N range is detected. When the D range is detected, automatic shift control of the transmission 3 is executed. That is, based on the accelerator operation amount θacc detected by the accelerator sensor 27 and the vehicle speed V detected by the vehicle speed sensor 28, the target gear stage tgtG is calculated from a shift map (not shown). Then, a predetermined shift fork of the transmission 3 is switched to achieve the target gear stage tgtG while the clutch device 2 is connected / disconnected, thereby causing the vehicle to always travel with an appropriate gear stage. When the R range is detected, the transmission 3 is switched to the reverse gear.

  Further, the ECU 21 executes manual shift control of the transmission 3 when switching from the D range to the H range is detected. In other words, the current gear stage (the gear stage in the immediately preceding D range) is held and waits, and when the tilting operation of the change lever 13a from the H range to the + range is detected, the clutch device 2 is connected / disconnected. While shifting, the transmission 3 is shifted up one stage. Further, at the time of tilting operation from the H range to the − range, the clutch device 2 is connected / disconnected, and the transmission 3 is shifted down by one stage. Accordingly, the driver can arbitrarily execute upshifting and downshifting of the transmission 3 by tilting the change lever 13a.

  In addition, the ECU 21 sequentially displays the current range on the range display unit 29 according to the operation of the change lever 13a. For example, when the D range is selected, [D] indicating the D range is displayed on the range display unit 29, and when the H range is selected, [H] indicating the H range is displayed on the range display unit 29.

Further, the ECU 21 executes over-rotation prevention control for preventing over-rotation of the engine 1 during traveling of the vehicle in the D range (over-rotation prevention control means). This overspeed prevention control functions when, for example, the engine speed Ne suddenly increases due to acceleration on a downhill road, and the engine speed Ne is reduced by executing a warning to the driver and shifting up the transmission 3. It suppresses and prevents engine damage due to overspeed.
For example, as a warning to the driver, the buzzer 30 is activated when the engine rotational speed Ne reaches an overrun rotational speed set in advance near the upper limit rotational speed of the engine 1. Further, as a shift-up for suppressing the rotation, the transmission 3 is forcibly shifted up by one stage when the engine rotation speed Ne reaches the overrun rotation speed. The driver is alerted by the warning from the buzzer 29 and relaxes the accelerator operation, and the engine speed Ne decreases as the transmission 3 is shifted up. Therefore, the increase in the engine rotational speed Ne exceeding the overrun rotational speed is suppressed by these processes, and the engine is prevented from being damaged.

  This overspeed prevention control is executed only in the D range, and when the manual shift is started by switching to the H range, the overspeed prevention control is stopped. This is because the intervention of the overspeed prevention control is obstructive in the manual shift in which the driver arbitrarily selects the gear stage. The content of the overspeed prevention control is not limited to the above, and can be variously changed. For example, the fuel injection of the engine 1 may be stopped when the overrun speed is reached.

On the other hand, when the D range is selected, the ECU 21 switches the travel mode of the vehicle in accordance with the driver's operation (travel mode switching means). Specifically, in this embodiment, in addition to the normal normal mode, the eco-mode that emphasizes fuel efficiency is set as the travel mode. In the eco mode, the shift-up timing of the transmission 3 is set to a lower vehicle speed side to suppress the engine rotation, and the characteristic of the throttle opening of the engine 1 with respect to the accelerator operation amount θacc is set to the valve closing side to increase the speed. By suppressing changes in engine output, fuel consumption is reduced compared to the normal mode.
In this way, the ECU 21 switches the travel mode in accordance with the driver's operation, and when the ignition switch of the vehicle is shut off during parking or the like, the travel mode being executed at that time is stored in its own storage device. Thereafter, when the ignition switch is turned on again for vehicle travel, the travel mode executed at the time of parking is resumed by reading the travel mode from the storage device.

As described in [Problems to be Solved by the Invention], when a switch is used to switch the driving mode of the driver, the driver who is driving increases the tension due to the line of sight movement every time the switch is operated. Therefore, there is a problem that the switching function of the traveling mode cannot be fully utilized without expecting fine switch operation.
In view of such a problem, the present inventor has focused on the change lever 13a of the lever operation unit 13 as a substitute for the switch. On the premise of frequent operation, the change lever 13a is disposed at a position where the driver can operate most easily. As a result, the usual driver operates the driver intuitively without visually recognizing the change lever 13a. The manual shift while the vehicle is running continues to some extent even if the current gear position is only maintained in the H range, and further when the vehicle is shifted up or down by switching from the H range to the + range or -range. Is performed in the state of being held in the H range. In other words, the normal change lever operation cannot be quickly returned to the D range after switching from the D range to the H range, and even if such a change lever operation is performed, Is not adversely affected because the shift control held in the D range is executed.

Based on the above knowledge, in the present embodiment, the change lever 13a is switched in the order of D → H → D range, and the holding time T in the H range at this time is less than the predetermined determination time T0 in advance. It is set as a driving mode switching condition. When the change lever 13a is intentionally operated by the driver so as to satisfy this switching condition, the traveling mode is switched. Hereinafter, the processing executed by the ECU 21 for this countermeasure will be described with reference to the flowchart of FIG.
For convenience of explanation, it is assumed that the travel mode at the time when the ignition switch was previously shut down is stored in the storage device of the ECU 21.

When the ignition switch of the vehicle is turned on, the ECU 21 starts the routine of FIG. 3 at a predetermined control interval. The routine is for switching the travel mode in accordance with the change lever operation, and gear shift control and engine control are executed in accordance with the travel mode switched by the routine.
First, in step S2, it is determined whether or not this is the first process after the ignition switch is turned on. Since the determination is Yes (affirmative) at the beginning of the process, the process proceeds to step S4, and after the travel mode at the time of the previous ignition switch shut-off is read from the storage device, the process proceeds to step S6. In step S6, based on the detection by the lever position sensor 24, it is determined whether or not the change lever 13a of the lever operation unit 13 has been switched from the D range to the H range. For example, when the change lever 13a is held in the N range, the R range, the D range, or the like, the determination of No (No) is made in step S6, and the routine is once ended.

If the driver performs an operation of switching to the H range while holding the D range, the ECU 21 makes a Yes determination in step S6 and proceeds to step S8. In step S8, the display of the D range by the range display unit 29 is continued, and in step S10, the overspeed prevention control is continued.
Thereafter, in step S12, the holding time T is incremented (+1) (time measuring means), and in the subsequent step S14, it is determined whether or not the change lever 13a has been returned from the H range to the D range. When the determination is No, the process proceeds to step S16, and it is determined whether or not the holding time T has reached the determination time T0. When determination is No, it returns to said step S8 and repeats the process of step S8 to step S16.
The determination time T0 is set to an arbitrary value when the manufacture of the vehicle is completed and the control system such as the ECU 21 is initially set. Specifically, a value sufficiently shorter than the holding time of the H range for normal manual shift, for example, 1 sec is set as the determination time T0.

The holding time T is gradually increased by the process of step S12. When the holding time T reaches the determination time T0 without the change lever 13a being returned from the H range to the D range, the switching operation to the H range is intended for manual shifting. The process proceeds to step S18 from step S16. In step S18, the display on the range display unit 29 is switched to the H range. In the subsequent step S20, the overspeed prevention control is stopped. In step S22, the holding time T is reset (= 0), and the routine is terminated.
Therefore, in this case, the driving mode is not switched, the transmission 3 is switched to manual shifting, the current gear is maintained, and the driver performs a tilting operation from the H range to the + range or -range. Shift up or down is executed according to the above.

Further, if the change lever 13a is returned from the H range to the D range before the holding time T reaches the determination time T0, it is considered that the switching operation to the H range is for the purpose of switching the traveling mode. Control goes to step S24. In step S24, a traveling mode switching process is executed, and then the routine is terminated through step S22.
Accordingly, the transmission 3 in this case continues the automatic shift by the D range without being switched to the manual shift, and the D range is continuously displayed on the range display unit 29 correspondingly, and the overspeed prevention control is continued. . At the same time, the current running mode (the current running mode read from the storage device in this process) is switched to the other running mode by the process of step S24. For example, during execution of the normal mode, the mode is switched to the eco mode, and during execution of the eco mode, the mode is switched to the normal mode.

  When the process proceeds to step S2 again after switching the traveling mode in this way, since it is the second process, the determination of No is made in step S2 and the process directly proceeds to step S6. Therefore, when the process of step S24 is subsequently executed, switching from the currently running travel mode to the other travel mode is sequentially performed without considering the travel mode stored in the storage device. Become.

As described above, in the change lever device of the vehicle transmission 3 according to this embodiment, the change lever 13a of the lever operation unit 13 is switched from the D range to the H range and returned to the D range before the determination time T0 has elapsed. The case is set in advance as a switching condition for the traveling mode, and the traveling mode is switched when a change lever operation that satisfies the switching condition is executed.
And since the change lever 13a is arrange | positioned in the position which a driver | operator can operate most easily for frequent operation, it is not necessary to visually check for operation like the ECO switch of patent document 1, for example, The driver can operate intuitively without visually checking the change lever 13a. For this reason, even during driving, the driver can easily operate the change lever 13a without being tense, so that the driving mode can be finely switched according to the driving conditions of the vehicle, and the switching function of the driving mode equipped on the vehicle can be provided. It can be fully utilized.
In addition, since the change lever 13a functions as a switch for switching the travel mode, it is not necessary to provide a dedicated switch on the instrument panel. For this reason, the manufacturing cost can be reduced, and the effect that the operability of other switches can be prevented from being lowered by the arrangement of the dedicated switch can be obtained.

On the other hand, the driver when switching the traveling mode executes the switching operation to the H range, but does not intend to actually switch to the H range and recognizes that the D range is being continued. Further, since the change lever 13a at this time is surely returned to the D range within the determination time T0, the D range should be regarded as continuing from the viewpoint of control. However, since the display switching of the range display unit 29 and the execution / stop of the over-rotation prevention control are basically switched according to the range position, the display of the range display unit 29 is immediately displayed when switching from the D range to the H range. At the same time as switching to the H range, the overspeed prevention control is stopped.
For this reason, if it is determined that the purpose of the switching operation to the H range is to switch the running mode based on the holding time T, it is necessary to return the display of the range display unit 29 to the D range again and restart the overspeed prevention control. As a result, during the determination based on the holding time T, although the D range is substantially continued, the range display unit 29 is switched unnecessarily in the order of D → H → D, which is annoying to the driver. In addition, the overspeed prevention control that should be originally executed in the D range, that is, the engine overspeed prevention function cannot be obtained.

In the present embodiment, at the time of the switching operation of the change lever 13a to the H range, the display of the D range and the over-rotation prevention control on the range display unit 29 are continued by the processing of steps S8 and S10. Then, after it is determined in steps S14 and S16 that the purpose of the change lever operation is manual shift based on the passage of the determination time T0, the display switching of the range display unit 29 and the over-rotation prevention control are stopped. For this reason, when the switching operation to the H range is performed for the purpose of switching the traveling mode, the display of the D range and the over-rotation prevention control on the range display unit 29 are continued even during the determination based on the holding time T. Thus, the above-described problems can be avoided in advance.
As described above, in the present embodiment, the display of the D range of the range display unit 29 and the over-rotation prevention control are both continued, but only one of them may be continued.

By the way, when starting the running of the parked vehicle, the same running mode as that at the time of parking is often selected in consideration of the same point. However, if the travel mode is returned to the initial value by shutting off the ignition switch at the time of parking, the driver needs to switch the desired travel mode again by operating the change lever at the start of travel, resulting in poor operability.
In the present embodiment, the travel mode is stored in the storage device of the ECU 21 when the ignition switch is shut off due to vehicle parking or the like, and when the ignition switch is subsequently turned on for vehicle travel, the travel mode read from the storage device is stored. I try to resume. Therefore, when the vehicle starts to travel, the change lever operation for switching the travel mode as described above can be omitted, and the operability can be improved.

  On the other hand, in addition to a vehicle having a traveling mode switching function as in the present embodiment, a vehicle not having the function may be manufactured as one of variations. In such a vehicle, the function of determining the holding time T in the H range of the change lever 13a is not required for switching the traveling mode. In the present embodiment, it is possible to easily cope with this by simply setting the determination time T0 to 0 when the manufacture of the vehicle is completed. Therefore, both vehicles having different specifications can be efficiently manufactured with a slight difference in process.

  This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the transmission 3 that uses the manual transmission as a base and automates the shifting operation and the connection / disconnection operation of the clutch device 2 associated with the shifting is used. However, the type of the transmission 3 is not limited thereto. For example, the present invention may be applied to a dual clutch transmission, an automatic transmission in which a planetary gear mechanism is combined with a torque converter, or a continuously variable transmission such as a belt type.

In the above embodiment, the travel mode is switched between the normal mode and the eco mode, but the travel mode is not limited to this and can be arbitrarily changed. For example, a power mode emphasizing traveling performance may be added as the traveling mode. In this power mode, for example, the shift-up timing of the transmission 3 is set to the high vehicle speed side to make heavy use of the high engine speed range, and the throttle opening characteristic of the engine 1 with respect to the accelerator operation amount θacc is set to the valve opening side. Thus, output responsiveness may be improved.
Alternatively, the snow mode may be set separately from the normal mode. For example, in the snow mode, the shift-up timing is set to the low vehicle speed side and the throttle opening characteristic is set to the valve closing side, as well as the economy mode, and in addition, slipping of the drive wheels is prevented from being induced by sudden clutch operation. In order to achieve this, the connecting / disconnecting speed of the clutch device 2 may be reduced.
In the above embodiment, the switch for switching the traveling mode is eliminated. However, the switch may be provided on the instrument panel so that the traveling mode can be switched by either the change lever operation or the switch operation.

DESCRIPTION OF SYMBOLS 1 Engine 3 Transmission 13a Change lever 21 ECU (Time measuring means, traveling mode switching means, over-rotation prevention control means)
29 Range display (display means)

Claims (5)

The change lever can be arbitrarily switched between a drive range for automatically shifting the transmission mounted on the vehicle and a hold range that is arranged adjacent to the drive range and maintains the current gear position. In a change lever device for a vehicle transmission that performs upshifting or downshifting each time the change lever is switched to the upshift range or downshift range arranged on both sides of the hold range as an automatic return position,
When the change lever is switched from the drive range to the hold range, time measuring means for measuring the time during which the change lever is held in the hold range;
Travel mode switching means for switching the travel mode of the vehicle when the change lever is returned from the hold range to the drive range before the holding time counted by the time measuring means reaches a preset determination time; A change lever device for a vehicle transmission, comprising: When the change lever is in the drive range, the vehicle is provided with over-rotation preventing means for performing over-rotation prevention control for preventing over-rotation of a traveling engine mounted on the vehicle,
The over-rotation prevention means continues the over-rotation prevention control until the holding time counted by the time counting means reaches the determination time when the change lever is switched to the hold range. A change lever device for a vehicle transmission according to claim 1. Display means for indicating that the change lever is in the drive range;
The display means, when the change lever is switched to a hold range, continues to display the drive range until the holding time counted by the time measuring means reaches the determination time. 3. A change lever device for a vehicle transmission according to 1 or 2.   2. The travel mode switching means stores and holds the travel mode when the ignition switch of the vehicle is shut off, and reads and restarts the travel mode stored and retained when the ignition switch is turned on. 4. A change lever device for a vehicle transmission according to any one of claims 1 to 3.   4. The change lever device for a vehicle transmission according to claim 1, wherein the travel mode switching means can set 0 as the determination time.

Images