JPH0716061U - Switching device for automobile auto change - Google Patents

Abstract

(57) [Summary] (Correction) [Purpose] Regarding an automobile automatic change switching device that electrically performs gear shifting operation, to secure gear shifting operation when an actuator malfunctions. In an automobile auto-change switching device that drives an actuator by an electric signal to switch a transmission to a predetermined range, a gear mechanism is meshed with a switching gear that switches the transmission range of the transmission, and the gear mechanism is used as an actuator. While rotating and driving, one end of the cable configured to transmit the rotational force is connected to the switching gear so that the rotational force can be transmitted, and the other end of the cable is disposed in the vehicle compartment to provide an operating member for rotating the gear mechanism. It can be attached to the other end of the cable, and when the actuator fails, the range of the transmission is switched by operating the operating member.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a vehicle automatic changeover switching device capable of switching a shift range even when an actuator fails.

[0002]

[Prior art]

 2. Description of the Related Art Conventionally, in vehicles, a gear shift operation device has been widely used in which the operation of a change lever is transmitted to a transmission by a cable or a rod to perform a gear shift operation.

On the other hand, with recent breakthroughs in computer technology, a shift range is selected by push operation of a switch operation unit, etc., and a drive signal is generated based on the selection of a shift range to drive an actuator such as a drive motor. Various auto-changes for automobiles have been proposed in which the transmission is controlled to be switched to a parking P, reverse R, neutral N, drive D, second S, or low L shift range (for example, the actual opening 60- 168629).

[0004]

[Problems to be solved by the device]

 By the way, in this type of automobile auto change, when a drive motor is used as an actuator, for example, if the drive motor stops driving due to an electrical failure or the like, it may be impossible to switch the shift range of the transmission. I'm worried.

In response to such concern, the applicant of the present invention effectively utilizes a planetary gear mechanism in an automobile automatic change, and an internal gear having a switching gear that switches the transmission to a predetermined range and an output gear that meshes with the switching gear. A gear, a first input gear rotated by a first actuator, a second input gear rotated by a second actuator, a sun gear attached to the first input gear, and a second input gear, A planetary gear that meshes with the sun gear and the internal gear and one actuator is normally driven by a drive signal, and when one actuator is stopped due to a failure or the like, the other actuator is started by a drive signal. We have developed an auto changer for automobiles that has a control circuit to control it.

However, even when two drive motors are provided as described above, there is no guarantee that both motors will not fail at the same time, and if both motors fail at the same time, it will be impossible to switch the shift range. Become.

In view of the above problems, it is an object of the present invention to provide an automobile auto-change switching device capable of guaranteeing switching of a shift range when an actuator fails.

[0008]

[Means for Solving the Problems]

 In view of this, an automatic change-over device for a vehicle according to the present invention is a switching device for an automatic change-over device for an automobile that drives an actuator by an electric signal to switch the transmission to a predetermined range. A gear, a gear mechanism that meshes with the switching gear, an actuator that rotationally drives the gear mechanism, and a rotational force transferable structure.One end of the gear is connected to the switching gear and the other end is located inside the vehicle compartment. The gist of the present invention is to provide an installed cable and an operation member which is provided at the other end of the cable and is attachable to rotate the switching gear.

Here, the automobile automatic change switching device may have any structure as long as it drives an actuator by an electric signal to switch the transmission to a predetermined range. For example, the switch operating unit of the shift range may be a push-button type, a dial type, or a lever type, and the switch operating unit and the microcomputer may be connected by a signal line, and signals may be transmitted by radio waves. May be exchanged.

[0010]

[Action]

 When changing the shift range, the actuator is normally driven by an electric signal, and the driving force is transmitted to the switching gear through the gear mechanism, and the transmission is switched to a predetermined range.

On the other hand, when a failure occurs in the actuator, the operation member is connected to the other end of the cable in the vehicle compartment, and when the operation member is operated, the rotation is transmitted to the transmission through the cable and the switching gear, This switches the range of the transmission.

[0012]

【Example】

 Hereinafter, the present invention will be described in detail based on specific examples shown in the drawings. 1 to 11 show an automatic changeover apparatus for a vehicle according to an embodiment of the present invention. As shown in FIG. 8, an automatic change for a vehicle is provided with parking P, reverse R, neutral N, drive D, second S, and low L push switches 10a to 10f on an instrument panel in the vehicle interior. Has been. Instead of the push switch, a manual operation dial or a manual operation lever for outputting an electric signal for each range P to L may be provided.

Each of the push switches 10a to 10f is connected to a vehicle-mounted microcontroller 11 and an electric signal for each range P to L is input to the microcontroller 11 by the push operation of each push switch 10a or 10f. In addition, the vehicle speed sensor 12 is connected to the micro controller 11.

Further, the transmission 13 is connected to the switching lever 15 of the switching device 14 by a wire 16, and the switching of the switching lever 15 to each range P to L causes the transmission 13 to move to a predetermined range P to L. Can be switched. Further, the switching device 14 is provided with first and second drive motors 17 and 18 having the same performance, a small third drive motor 19, and first and second micro switches 20 and 21. The detection signals of 20 and 21 are input to the micro controller 11, and the drive motors 17, 18 and 19 are driven and controlled by the output signals of the micro controller 11.

The structure of the switching device 14 will be described in detail. As shown in FIGS. 1 to 4, the switching device 14 includes a rectangular box-shaped case 26 having an open upper surface and a case 26. A lid 27 for closing the upper surface opening is provided, and a switching shaft 28 penetrating the lid 27 from the inside of the case 26 and projecting to the outside is freely rotatable at a central position of the case 26 by a bearing 29 fixed to the inner surface of the lid 27. Supported by. At a position offset from the switching shaft 28 to one side wall 26a side of the case 26, a gear shaft 30 extending in the vertical direction in the case 26 is fixed to the inner surface of the lid 28, and the inner surface of the bottom wall 26b of the case 31 is fixed. It is supported by a bearing 32 fixed to.

A worm wheel 33, which is a first input gear, 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. , 34 are integrally connected by a bearing portion 35. A worm wheel 36, which is a second input gear, is rotatably supported on the bearing portion 35, and three planetary gears 38 are equally rotatable on the bearing portion 37 of the second input gear 36 by pins 39. The base plate 40 supported by the above is integrally connected.

The planetary gears 38 are respectively meshed with the sun gear 34, and an internal gear 41 and an output gear 42 integrally connected to the internal gear 41 are provided on the upper side of the gear shaft 30. The internal gear 41 is rotatably supported and meshes with the planet gears 38.

A first drive motor 17 and a second drive motor 18 are attached to the outer surface of the side wall 26a of the case 26, and the output shaft 17a of the first drive motor 17 penetrates into the case 26. The first worm 43 fixed to the output shaft 17a is meshed with the first input gear 33. The output shaft 18a of the second drive motor 18 is penetrated into the case 26, and the second worm 44 fixed to the output shaft 18a is meshed with the second input gear 36.

On the other hand, a switching cam 51 and a switching gear 52 that meshes with the output shaft 42 are fixed to the switching shaft 28 on the inner surface side of the lid 27, and the outer peripheral surface of the bearing 29 is a timing gear. A worm wheel 53 is rotatably supported, and the switching lever 15 is fixed on the outer surface side of the lid 27. One end of the wire 16 is attached to a pin 54 fixed to the tip of the switching lever 15. It is fastened.

The third drive motor 19 is attached to the inner surface of the lid 27 on the side wall 26c of the other side of the case 26, and the third worm 55 fixed to the output shaft 19a of the third drive motor 19 is the timing gear. As shown in FIGS. 5 to 7, convex portions 53a and 53b and concave portions 53c and 53d are formed in a predetermined angular range as shown in FIGS. An escape hole 53e is formed so as not to interfere with the bearing 31 on the lid 27 side of the gear shaft 30 within the maximum rotation angle range of the timing gear 53.

On the inner surface of the lid 27, a first blocking claw 56 and a second blocking claw 57 are swingably supported by supporting shafts 58 and 59, respectively, at symmetrical positions with respect to the center of the switching shaft 28. , 57 are provided with pins 60 and 61, respectively, and blocking pawls 56 and 57 are attached by springs (not shown) so that the pins 60 and 61 come into contact with the toothless portions of the timing gear 53. It is energized.

When the timing gear 53 is rotating to the position a (see FIG. 5), the projection 53 a and the recess 53 c of the timing gear 53 allow the pin 60 to ride on the projection 53 a to remove the first blocking claw 56 from the outside. When the timing gear 53 is swung inward and the timing gear 53 is rotated (θ1) to the position b (see FIG. 6), the pin 60 is caused to fall into the recess 53c so that the first blocking claw 56 is swung inward. ing. It should be noted that even when the timing gear 53 is rotated from the b position to the c position (see FIG. 7), the pin 60 is in a state of falling into the recess 53c. Similarly, when the timing gear 53 rotates between the a position and the b position, the protrusion 53b and the recess 53d cause the pin 61 to ride on the protrusion 53b to swing the second blocking claw 57 outward. (See FIGS. 5 and 6) When the timing gear 53 rotates to the c position (θ2), the pin 61 is made to fall into the recess 53d and the second blocking claw 57 is swung inward (see FIG. 7). Is set.

Further, the switching cam 51 is formed with a first locking portion 51a and a second locking portion 51b, and the first locking portion 51a and the switching gear 52 switch the switching cam 51 to the S range. In the rotated position, it is locked by the first blocking claw 56 that is swung inward, and is set so as to block the switching rotation of the switching cam 51 from the S range to the L range (see FIG. 6). ing. Further, the second locking portion 51b is locked together with the switching gear 52 by the second blocking pawl 57 that is swung inward at the position where the switching cam 51 is switched and rotated to the N range, and the switching cam 51 is locked. It is set so as to prevent switching rotation from the N range to the R range and the P range (see FIG. 7). Further, as shown in FIG. 1, the first and micro switches 20 and 21 for detecting the swinging positions of the blocking claws 56 and 57 are attached to the inner surface of the lid 27, respectively.

The microcontroller 11 normally drives the first drive motor 17 by a drive signal, and immediately drives the second drive motor by the drive signal when the first drive motor 17 is stopped due to an electrical failure. A first control circuit for controlling to start is built in, and the third drive motor 19 is driven when the vehicle speed detected by the vehicle speed sensor 12 becomes a predetermined low speed value (for example, 5 Km / H) or more. Then, the timing gear 53 is rotated from the position a to the position b (θ1), and when the vehicle speed reaches a predetermined high speed value (for example, 100 Km / H) or more, the third drive motor 19 is driven to move the timing gear 53 to the position b. A second control circuit for controlling the rotation (θ2) from the position to the c position is built in.

The rotation of the timing gear 53 from the position a to the position b can be detected by the detection signal of the first micro switch 20 which detects the inward swing of the first blocking claw 56, and the rotation from the position b to the position c The rotation to the position can be detected by the detection signal of the second micro switch 21 which detects the inward swing of the second blocking claw 57.

As shown in FIGS. 9 and 10, one end of a cable 70 is inserted into the case 26 of the switching device 14, and the other end of the cable 70 is disposed in the vehicle compartment through the engine room. Has been done. The cable 70 is constructed by rotatably inserting an outer tube 70a and an inner cable 70b. One end of the inner cable 70b is connected to the first worm 43 (not shown), and the inner cable 70b is also connected. A coupling recess 70c is formed at the other end of 70b, and the fitting portion 71a of the crank 71 can be coupled to the coupling recess 70c.

Next, the operation will be described.

When the vehicle is stopped (vehicle speed 0 Km / H), the timing gear 53 is rotated to the a position, and the convex portions 53a and 53b of the timing gear 53 cause the first and second blocking pawls 56 and 57 to move to the outside. It is rocking towards. It is assumed that both the first and second drive motors 17 and 18 are normal. Then, for example, when the push switch 10d of the D range is pushed, a drive signal is output from the microcontroller 11 to the first drive motor 17, the first drive motor 17 starts to drive, and the first drive motor 17 is driven. The first input gear 33 is rotated via the first worm 43, and the sun gear 34 is rotated via the bearing portion 37.

At this time, due to the load on the second drive motor 18 side (particularly the meshing between the second worm 44 and the second input gear 36), the planetary rotation motion of the second input gear 36 and the planetary gears 38, as well as the planetary gear 38, is reduced. Since the planetary gears 38 are idled by the sun gear 34 and the internal gear 41 is rotated by the sun gear 34, the output gear 42 of the internal gear 41 switches the switching gear 52 to the D range to rotate the switching gear 52. The transmission 13 is switched to the D range via the switch 28, the switching lever 15 and the wire 16.

Further, when the first drive motor 17 is stopped due to an electrical failure or the like even though the push switch 10d in the D range is pushed, the first control circuit of the micro control unit 11 immediately drives the second drive motor 18. A signal is output, the second drive motor 18 starts driving, and the second input gear 34 is rotated via the second worm 44 by the driving of the second drive motor 18.

At this time, the rotation of the first input gear 35 and the sun gear 34 is restricted by the load on the first drive motor 17 side (particularly, the engagement between the first worm 43 and the first input gear 35). Each planetary gear 38, via the bearing portion 37 and the base plate 40, makes a planetary rotation motion around the sun gear 34 to rotate the internal gear 41, and the output gear 42 of the internal gear 41 shifts the switching gear 52 to the D range. The transmission 13 is switched and rotated, and the transmission 13 is switched to the D range via the switching shaft 28, the switching lever 15, and the wire 16.

The above description is for the case where the push switch 10d for the D range is pushed, but the same applies to the case where the push switches 10a to 10c, 10e, 10f for the other ranges are pushed.

As described above, when the first drive motor 17 is driven, the planetary rotational movement of the planetary gear 38 is restricted by the load on the second drive motor 18 side, and the planetary gear 38 idles. Therefore, the load on the side of the second drive motor 18 does not affect the first drive motor 17, and conversely, when the second drive motor 18 is driven, the load on the side of the first drive motor 17 rotates the sun gear 34. Is restricted, and the planetary gear 38 rotates in a planetary manner, so that the load on the first drive motor 17 side does not affect the second drive motor 18. Therefore, even if the driving of the first drive motor 17 is stopped due to a failure or the like, the range of the transmission 13 is swiftly switched by starting the driving of the second drive motor 18.

Further, since the loads of the drive motors 17 and 18 do not affect each other, there is no accident that the drive motors 17 and 18 are easily damaged due to overload.

Next, for example, by pushing the push switch 10d for the D range, the transmission 13 is switched to the D range, and then the accelerator pedal is depressed to start the vehicle, and the vehicle speed sensor 12 sets a predetermined vehicle speed. When it is detected that the speed is lower than the low speed value (for example, 5 Km / H), a drive signal is output from the second control circuit of the microcontroller 11 to the third drive motor 19, the third drive motor 19 is driven, and the timing is changed. The toothed wheel 53 is rotated (θ1) from the position a to the position b. By the rotation of the timing gear 53, the pin 60 riding on the convex portion 53a falls into the concave portion 53c, and the first blocking claw 53 is swung inward.

While the vehicle is running in the D range (however, less than 100 km / H), push the push switches 10a to 10c and 10e of the other ranges to switch the transmission 13 to the corresponding range. In the S range, the first locking portion 51a of the switching cam 51 is locked by the first blocking claw 56, so that the switching rotation of the switching cam 51 from the S range to the L range is blocked. Therefore, for example, even if the push switch 10f is erroneously pushed while running at 60 Km / H, the switching cam 51 cannot switch and rotate in the L range direction, and therefore the transmission 13 does not switch to the S range. As a result, the danger to the occupant due to a sudden downshift during normal driving and the damage to the gear system of the transmission 13 are eliminated.

When the vehicle speed sensor 12 detects that the vehicle speed has reached a predetermined high speed value (for example, 100 Km / H or more), the second control circuit of the microcontroller 11 outputs a drive signal to the third drive motor 19. The third drive motor 19 is driven to rotate the timing gear 53 from position b to position c (θ1). Due to the rotation of the timing gear 53, the pin 61 riding on the convex portion 53b drops into the concave portion 53c, and the second blocking claw 53 is swung inward. Since the pin 60 of the first blocking claw 53 remains in the recess 53c, the first blocking claw 53 is also swung inward.

While the vehicle is running in the D range, the transmission 13 can be switched to the corresponding range by pushing the push switches 10c and 10e in the other ranges, but the second range of the switching cam 51 can be switched in the N range. Since the locking portion 51b is locked by the second blocking claw 57, 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 by the first locking claw 56 in the S range, the switching rotation of the switching cam 51 from the S range to the L range is blocked. Therefore, for example, even if the push switch 10b or 10f is erroneously pushed while running at 120 km / h, the switching cam 51 cannot switch and rotate in the R range direction or the L range direction, so that the transmission 13 is in the R range or S range. Does not switch to. As a result, occupant safety problems and damage to the gear system of the transmission 13 due to a sudden downshift during high-speed traveling are eliminated.

Further, when the vehicle speed becomes less than 100 km / H, the pin 61 rides on the convex portion 53b due to the reverse rotation (θ 2) of the timing gear 53, the second blocking claw 57 swings outward, and the switching cam. If the vehicle speed becomes less than 5 km / H while the second locking portion 51b of the wheel 51 is unlocked, the pin 60 rides on the convex portion 53a by the reverse rotation (θ1) of the timing gear 53, and the first blocking pawl. 56 is swung outward and unlocks the first locking portion 51 a of the switching cam 51.

Further, when both the first and second drive motors 17 and 18 fail while the shift range of the transmission 13 is being switched as described above, the crank 71 is fitted. When the connecting portion 71a is connected to the other end connecting recess 70c of the inner cable 70b in the vehicle compartment and the crank 71 is rotated, the first worm 43 is rotated in the same manner as when the first drive motor 17 is operating normally. The range of the transmission 13 can be switched. Therefore, even if both the first and second drive motors 17 and 18 fail, the variable speed operation can be performed and the reliability can be further improved.

[0041]

[Effect of device]

 As described above, according to the vehicle automatic change switching device of the present invention, in the automatic vehicle automatic change switching device that drives the actuator by an electric signal to switch the transmission to a predetermined range, The gear mechanism is meshed with the switching gear that switches the gear shift range, and the gear mechanism is rotationally driven by the actuator, while one end of the cable that is configured to transmit the rotational force is connected to the switching gear so that the rotational force can be transmitted. The other end is located inside the passenger compartment, and the operating member for rotating the gear mechanism can be attached to the other end of the cable.Therefore, when the actuator fails, the operating range can be switched by operating the operating member. The effect is that the reliability of the device can be further improved.

[Brief description of drawings]

FIG. 1 is a plan view showing a state in which a lid is removed in a switching device for an automobile automatic change according to an embodiment of the present invention.

FIG. 2 is a sectional view taken along line I-I of FIG.

FIG. 3 is a sectional view taken along line II-II of FIG.

4 is a sectional view taken along line III-III in FIG.

FIG. 5 is a plan view showing an operation relationship among a timing gear, a switching cam, and a blocking member in the switching device.

FIG. 6 is a plan view showing an operation relationship among a timing gear, a switching cam, and a blocking member in the switching device.

FIG. 7 is a plan view showing an operation relationship between a timing gear, a switching cam, and a blocking member in the switching device.

FIG. 8 is a diagram showing the above-mentioned automobile auto change system.

FIG. 9 is a schematic configuration perspective view showing a switching device for the automobile auto change.

FIG. 10 is a partial configuration perspective view showing a switching device for the automobile auto change.

FIG. 11 is a partial cross-sectional view showing a switching device for the automobile auto change.

[Explanation of symbols]

13 transmission 14 switching device 17 first drive motor 18 second drive motor 33 first input gear 34 sun gear 36 second input gear 38 planetary gear 41 internal gear 42 output gear 43 first worm 44 second worm 52 switching gear 53 timing gear 70 cable 71 crank

Claims (1)

[Scope of utility model registration request] 1. A switching device for an automobile automatic change for driving an actuator by an electric signal to switch a transmission to a predetermined range, and a switching gear for switching a transmission range of the transmission and a gear meshing with the switching gear. A mechanism, an actuator for rotationally driving the gear mechanism, a cable configured to be capable of transmitting a rotational force, one end of which is coupled to the switching gear to be capable of transmitting a rotational force, and the other end of which is disposed in the vehicle interior, An auto change switching device for an automobile, comprising an operating member that is provided so as to be attachable to the other end of the cable and that rotates the switching gear.