JPH03234967A - Auto change switching device for automobiles - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to an automatic change switching device for automobiles.

(Conventional technology) Conventional auto-change systems for automobiles change the transmission by manually operating a soft select lever.
It was designed to switch to P (parking), R (reverse), N (neutral), D (drive), S (second), and L (low) ranges.

However, in recent years, a system has been proposed in which an actuator is driven by an electrical signal generated by a push-button operation of a switch, and the actuator switches the transmission to a predetermined range P-L (Utility Model No. 60-168629). (see publication).

(Problem to be Solved by the Invention) By the way, when switching the transmission to a predetermined transmission by pushing a switch, for example, while driving normally (for example, 60 km/h) in D
If you press the switch for L range, or accidentally press the switch for L range, R range, or P range while driving at high speed (for example, IOOkm/h), a sudden downshift will occur. This poses a risk of occupants being thrown forward and damage to the gear system of the transmission.

The present invention was made to solve the problem mentioned in 1.
The purpose of this system is to prevent the transmission from switching to a predetermined range when the vehicle speed exceeds a predetermined value even if the push switch is pressed, which could lead to danger or damage.

(Rounding Means for Solving the Problem) Therefore, the present invention provides a switching device for an automobile auto change that drives an actuator using an electrical signal and causes the actuator to switch a transmission to a predetermined range. A switching member that switches the transmission to a Birkin range reverse range, a neutral range, a dry range second range, and a low range in conjunction with an actuator, and a first locking of the switching member 1 when the vehicle speed is less than or equal to a predetermined low speed value. a first blocking member that locks the switching member to prevent switching from the second range to the low range; The vehicle is characterized in that a second blocking member is provided for blocking switching from the neutral range to the reverse range and the parking range.

(Function) When the vehicle speed reaches a predetermined low speed value (for example, 5 km/h) or less, the first blocking member locks the first locking portion of the switching member in the second range, so that the switching member is moved from the second range to the second range. Switching to low range is prevented.

Also, the vehicle speed or a predetermined high speed value (for example lOOkm/h)
In the second case, the second blocking member locks the second locking portion of the switching member in the neutral range, so that when the switching member is prevented from switching from the second range to the low range in a double series, At the same time, switching of the switching member from the neutral range to the reverse range and the parking range is also prevented. In other words, when the vehicle speed is less than a predetermined high speed value, switching is only possible between the second range, drive range, and neutral range.

(Effects of the Invention) According to the present invention, when the vehicle speed is less than a predetermined low speed value, switching from the second range to the low range is prevented, and when the vehicle speed is less than a predetermined high speed value, the shift Switching from the range to reverse range and parking range is now blocked.

Therefore, even if you accidentally operate the low range switch, etc. during normal driving, or the low range reverse range, parking range switch, etc. while driving at high speed, the switch will not switch to that range, so when driving normally or at high speed. This prevents sudden downshifts during transmission, thereby preventing accidents that could result in passengers being thrown forward or damage to the gear system of the transmission.

(Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As shown in Figure 6, the auto change system for automobiles has a P (parking) button on the instrument panel inside the vehicle.
, R (reverse), neutral to N) D (drive)
, S (second), L (low) push switches
0a=1Of is provided. Note that instead of the bushing switch, a hand-operated dial or a hand-operated lever may be provided to control the electrical signals for each range P-L.

The above-mentioned pushbutton switches 0a-1Of are connected to the on-vehicle microcontroller 11, and electrical signals for each range P-L are input to the microcontroller +1 by pushbutton operations of the pushbutton switches 10a to IOf. .

A vehicle speed sensor 12 is connected to the microcontroller 11 .

The transmission 13 is connected to a switching lever 15 of a switching device 14 by a wire 16, and when the switching lever 15 is rotated to switch to each range P-L, the transmission 13 is switched to a predetermined range P to L.

The switching device 14 is provided with a first electric motor (main) 17 and a second electric motor (sub) 18 of the same performance, a small third electric motor 19, and a first micro switch 20 and a second micro switch 21. and each micro switch 2
The detection signal of 0.21 is input manually to the microcontroller II, and each of the electric motors 17 to 19 is driven and controlled by the output signal of the microcontroller 11.

As shown in detail in FIGS. 1 to 4, the switching device 14
The device includes a square box-shaped case 26 with two open sides, and a lid 27 that closes the top opening of the case 26.

1. At the center of the case 26, a switching shaft 28 that protrudes from the inside of the case 26 through the lid 27 and is rotatable with a bearing 29 fixed to the inner surface of the lid 27 is integrated with the internal gear 4I. An output gear 42 connected to the output gear 42 is rotatably supported.

``1.The internal gear 41'' is ``2.Each planetary gear 38.'' ...,
It meshes with 38.

A first electric motor 17 and a second electric motor 18 are respectively attached to the outer surface of the side wall 26a of the case 26. The output shaft 17a of the first electric motor I7 is connected to the case 2.
A first worm 43 that is fixed to the output shaft 17a and penetrates through the inside of the output shaft 17a is meshed with the first human power gear 33.

The output shaft 18a of the second electric motor 18 passes through the case 26, and a second ohm 44 fixed to the output shaft 18a is meshed with the second human gear 36.

On the other hand, on the inner side of the lid 27, the switching shaft 2
8, a switching cam 51 and a switching gear 52 that meshes with the output shaft 42 are fixed, and a timing gear (worm wheel) 53 is rotatably supported on the outer peripheral surface of the bearing 29.

On the outer surface side of the lid 27, the switching shaft 28 has a "1"
The switching lever 15 is fixed and supported by the switching lever.

At a position offset from the switching shaft 28 toward one side wall 26a of the case 26, a gear shaft 30 extending vertically within the case 26 connects a bearing 31 fixed to the inner surface of the lid 28 and a bottom wall 26b of the case. It is supported by a bearing 32 fixed to the inner surface.

1. A first input gear (worm wheel) 33 is rotatably supported on the lower side of the gear shaft 30, and a sun gear 34 is rotatably supported on the upper side of the gear shaft 30. .3/l are integrally connected by a bearing portion 35.

A second human power gear (worm wheel) 3 is attached to the bearing portion 35.
6 are rotatably supported 1, and the bearing portion 37 of the second human power gear 36 has three planetary gears 38. ..., 3
8 to pin 39. ．． Base plates 40 each rotatably supported by 39 are integrally connected.

Each of the above planetary gears 38. . . , 38 mesh with the sun gear 34, respectively.

An internal gear 41 is attached to the upper side of the gear shaft 30, and one end of the wire 16 is fixed to a pin 54 fixed to the -15 tip.

Several third electric motors 19 are mounted on the inner surface of the lid 27 on the other side wall 26c of the case 26, and a third worm 55 fixed to the output shaft 19a of the third electric motor 19 is connected to the timing gear 53. They are interlocked.

As shown in FIGS. 5(a) to 5(c), the tooth-missing portion of the timing gear 53 has convex portions 53a, 53b and a concave portion 5.
3c and 53d are formed in a predetermined angular range (described in detail later), and escape holes are provided to prevent interference with the bearing 31 on the lid 27 side of the gear shaft 30 in the range of the maximum rotation angle of the timing gear 53. 53e is formed.

2. On the inner surface of the lid 27, a first blocking claw 56 and a 21st Ifl stopping claw 57 are swingably supported by support shafts 58 and 59 at symmetrical positions with respect to the center of the switching shaft 28, and each blocking claw 5
6.57, pins 60.61 are respectively erected, and each blocking pawl 56.57 is attached with a spring (not shown) so that each pin 60.61 comes into contact with the tooth-missing portion of the timing gear 53. Forced.

The convex portion 53a and the concave portion 53c of the timing gear 53 are
When the timing gear 53 is rotating to the a position (see FIG. 5(a)), the pin 60 is placed on the convex portion 53a to swing the first blocking pawl 56 outward, and the timing gear is rotated. When the pin 53 is rotated (θI) to the b position (see FIG. 5(b)), the pin 60 is depressed into the recess 53c, causing the first blocking claw 56 to swing inward. In addition,
The timing gear 53 moves from position b to position C (Fig. 5(c)).
(see), the pin 60 also falls into the recess 53c.

Similarly, the convex portion 53b and the concave portion 53d are connected to the timing gear 53.
is rotating between the a position and the b position, the convex portion 53b
When the pin 61 is caused to ride on the pin 61 and the second blocking pawl 57 is swung outward (see FIGS. 5(a) and 5(b)), and the timing gear 53 is rotated to the C position (O7), Recess 5
3d, the pin 61 is depressed to swing the second blocking claw 57 inward (see FIG. 5(c)).

The switching cam 51 has a built-in first locking portion 51a and a first control circuit that controls the second electric motor to immediately start driving in response to a drive signal.

The microcontroller 11 also includes a vehicle speed sensor 1.
The vehicle speed detected in step 2 or a predetermined low speed value (for example, 5 km/h
), the third electric motor 19 is driven to rotate the timing gear 53 from position a to position b (θ, ), and the vehicle speed is set to a predetermined high speed value (for example, IOOkm/
h) A second control circuit is built in to drive the third electric motor I9 and control the timing gear 53 to rotate from the l] position to the C position (O2).

Note that the fact that the timing gear 53 is rotated from the a position to the b position is due to the first
It can be detected by the detection signal of the micro switch 20, and the rotation from the b position to the C position can be detected by the detection signal of the second micro switch 2I, which detects the inward swing of the second blocking claw 57.

” The operation of the configuration described in item 1 will be explained next.

When the vehicle is stopped (vehicle speed 0 km/h), the timing locking portion 51. b is formed.

The first locking portion 5]a is connected to the switching cam 5 together with the switching gear 52.
1 is rotated to switch to the S range, the inwardly swung first blocking pawl 56 is engaged with the switching cam 51 to prevent the switching cam 51 from switching from the S range to the L range (see Fig. 5). b
) is set as follows.

The second locking portion 51b is connected to the switching cam 5 together with the switching gear 52.
At the position where the switch cam 51 is rotated to switch to the N range, it is locked by the second blocking pawl 57 that is swung inward, and prevents the switching cam 51 from switching from the N range to the R range and the P range. (see FIG. 5(c)).

As shown in FIG. 1, first and microswitches 20.21 are respectively attached to the inner surface of the lid 27 to detect the swinging positions of the blocking claws 56.57.

1. The microcontroller 11 normally drives the first electric motor 17 with a drive signal, and the first electric motor I
When the timing gear 53 stops driving due to an electrical failure, the timing gear 53 is rotated to the a position, and the timing gear 53 is rotated to the position a.
The convex portions 53a and 53b are the first. The second blocking pawl 5657 is swung outward. In addition, 1. 2nd electric motor
7.18 are all normal.

For example, when the push switch 10d of the D range is pressed, the microcontroller 11 sends the first
A drive signal is output to the electric motor 17, and the first electric motor 17 starts driving.

Driven by the first electric motor 17 , the first human gear 33 is rotated via the first worm 43 , and the sun gear 34 is rotated via the bearing 37 .

At this time, due to the load on the second electric motor 18 side (particularly the meshing between the second worm 44 and the second human-powered gear 36), the second human-powered gear 36 and each planetary gear 38. ..., 38
Since the planetary rotational movement of each planetary gear 38 .・, 38 is idly rotated and the internal gear 41
is rotated, the switching gear 52 is switched to the D range by the output gear 42 of the internal gear 41, and the switching shaft 28. Transmission 1 via switching lever 15 wire I6
3 is switched to D Lenz.

On the other hand, if the first electric motor 17 stops driving due to an electrical failure etc. even though the bush switch IOd of the D range is pressed, the first electric motor 17 of the microcontrol unit 11
A drive signal is immediately output from the control circuit to the second electric motor 18, and the second electric motor 18 starts driving.

The second human gear 34 is rotated by the second electric motor 18 via the second worm 44 .

At this time, the rotation of the sun gear 34 as well as the first human gear 35 is restricted by the load on the first electric motor 17 (particularly the meshing between the first worm 43 and the first input gear 35), so that the bearing part 37 and Each planetary gear 38 . . . , 38 makes a planetary rotation movement around the sun gear 34 to rotate the internal gear 41, and the output gear 42 of the internal gear 41 switches the switching gear 52 to the D range and rotates the switching shaft 28. Switching lever 15. Since the transmission I3 is switched to the D range via the wire 16, there is no possibility of an accident in which each electric motor I7.18 is susceptible to failure due to overload.

Next, for example, after the transmission 13 is switched to the D range by pushing the button switch IOd for the D range, the car is started by depressing the accelerator pedal, and the vehicle speed is determined by the vehicle speed sensor 12 to a predetermined low speed value ( For example, when it is detected that the speed is less than 5 km/h), a drive signal is output from the second control circuit of the microcontroller 11 to the third electric motor 19, and the third electric motor 19 is driven to rotate the timing gear 53. It is rotated (θυ) from position a to position b.

Due to this rotation of the timing gear 53, the pin 60, which had been raised on the convex portion 53a, falls into the concave portion 53c and
The blocking pawl 53 is swung inward.

Then, while driving in D range (but less than IOOkm/h), press or switch other ranges, IOa~10c, I
By pushing Oe, the transmission 13 can be switched to the corresponding range, but in the S range, the first locking portion 51a of the switching cam 51 is engaged.

The above explanation is for the case where the D Lenz bushing switch IOd is operated, but the same applies to the case where the bushing switch I0a-10clOe IOf of other ranges is operated.

In this way, when the first electric motor I7 is driven, the planetary rotational motion of the planetary gears 38., 38 is only restricted by the load on the second electric motor 18 side, and the planetary gears 38.・13
8 rotates idly, the load on the second electric motor 18 side does not affect the first electric motor 17, and conversely, the load on the second electric motor I
8, the rotation of the sun gear 34 is only regulated by the load on the first electric motor I7 side, and the rotation of the planetary gear 38.
... 38 performs planetary rotation, so the first electric motor 17
side load does not affect the second electric motor 18.

Therefore, even if the first electric motor 17 stops driving due to a failure or the like, the range of the transmission 13 can be quickly changed by starting driving the second electric motor 18.

Also, each electric motor] 7. Since the load of +8 is mutually locked by the blocking claw 56, switching rotation of the switching cam 51 from the S range to the L range is prevented.

Therefore, even if you accidentally press the button switch lOf while driving at 60 km/h, the switching cam 5
1 cannot be switched and rotated toward the L range, so the transmission 13 cannot be switched to the S range.

As a result, danger to the occupants due to sudden knot-down during normal driving and damage to the gear system of the transmission 13 are also eliminated.

Further, when the vehicle speed sensor 12 detects that the vehicle speed has reached a predetermined high speed value (for example, 1100 kph or more), the second control circuit of the microcontroller 11 sends the third electric motor 1
A drive signal is output to the motor 9, the third electric motor I9 is driven, and the timing gear 53 rotates from the position b to the position C (
θ1).

As the timing gear 53 rotates, the pin 61, which had been raised on the convex portion 53b, falls into the concave portion 53c and becomes the second pin.
The blocking pawl 53 is swung inward. Note that the first blocking claw 53
Since the pin 60 remains depressed into the recess 53c,
The first blocking claw 53 is also in a state of being swung inward.

If the pushbutton switches 10c and 10e for other ranges are pressed while driving in the D range, the transmission 13 can be switched to the corresponding range.
Since the second locking portion 51b of the switching cam 5I is locked by the second blocking claw 57 in the N range, switching rotation of the switching cam 51 from the N range to the R range and the P range is blocked. Similarly, since the first locking portion 51a of the switching cam 51 is locked with the first locking pawl 56 in the S range, switching rotation of the switching cam 51 from the S range to the ■7 range is prevented.

Therefore, even if you accidentally press the push switch IOb or IOf while driving at 120 km/h, the switching cam 51 will not be able to switch and rotate in the R or L range direction, so the transmission 13 will not switch to the R or S range. Won't switch to microwave.

As a result, there is a danger to the occupants due to sudden downshifts during high-speed driving.
Electric motor, 19...Third electric motor, 20...First
Micro switch, 21... second micro switch,
33... 1st human power gear, 34... Sun gear, 36...
・Second human power gear, 38... Planetary gear, 41... Internal gear, 42... Output gear, 43... First worm, 4
4...Second worm, 51...Switching cam, 51a.
First locking portion, 51b...Second locking portion, 52...Switching gear, 53...Timing gear, 56...First blocking claw, 57...Second blocking claw.

Claims (1)

[Claims] (1) An auto change switching device for an automobile that drives an actuator using an electrical signal and switches the transmission to a predetermined range by the actuator, which switches the transmission to a parking range, reverse range, or neutral range in conjunction with the actuator. , a switching member that switches between a drive range, a second range, and a low range; and a first locking portion of the switching member that locks when the vehicle speed is equal to or higher than a predetermined low speed value to prevent switching from the second range to the low range. and a second blocking member that locks the second locking portion of the switching member to prevent switching from the neutral range to the reverse range and the parking range when the vehicle speed is equal to or higher than a predetermined high speed value. A switching device for an automobile auto change, characterized in that: