JP2000264178A - Parking device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking device for a vehicle requiring minimum remodeling of an existing manual transmission, and capable of being easily attached to the existing manual transmission. SOLUTION: This parking device 1 for vehicles is used for a vehicle wherein a clutch is disengaged during an engine stop so as not to lock an input shaft 6 of a transmission 2 in a rotation direction by friction force of an engine. In the parking device 1, an automatic parking lock mechanism 4 is engaged with a parking gear 5 provided on the input shaft 6 of the transmission 2 by a parking lock control means, and transmission gears of the transmission 2 are meshed. Thereby, an output shaft 7 is fastened to the input shaft 6 to lock wheels in the rotation direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle parking device for a vehicle in which a clutch is disengaged when an engine stops and an input shaft of a transmission cannot be locked in a rotational direction by frictional force of the engine.

[0002]

2. Description of the Related Art Conventionally, for example, in a vehicle equipped with a unit in which an electromagnetic powder clutch is combined with a manual transmission, it is not possible to lock wheels in the rotational direction by using the frictional force of an engine during parking. It is common to rely only on braking or to add a parking device that engages a parking ball inserted from the transmission to a parking gear provided on the output shaft of the transmission, such as an automatic transmission.

[0003]

However, in a unit in which an electromagnetic powder clutch is combined with a manual transmission, a parking gear is provided on the output shaft of the manual transmission.
In order to provide a parking device such as a parking ball around the manual transmission, it is necessary to significantly modify the manual transmission.
Therefore, this modification requires the same man-hour and cost as the new development.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle parking device which requires minimal modification of an existing manual transmission and can be easily attached to the existing manual transmission. is there.

[0005]

This object is achieved by a vehicle parking device as defined in the claims. According to the vehicle parking device of the first aspect,
In a vehicle in which the clutch is disengaged when the engine is stopped and the input shaft of the transmission cannot be locked in the rotation direction by the frictional force of the engine, a parking gear provided on the input shaft of the transmission by the parking lock control means and an automatic parking lock mechanism. By engaging the transmission and engaging the transmission gears of the transmission, the output shaft of the transmission can be fastened to the locked input shaft and the wheels can be locked in the rotational direction.

According to the second aspect of the present invention, in a vehicle in which the clutch is disengaged when the engine is stopped and the input shaft of the transmission cannot be locked in the rotation direction by the frictional force of the engine, the parking lock control means is provided. The parking gear provided on the output shaft of the transmission can be engaged with the automatic parking lock mechanism to lock the wheels in the rotational direction.

According to the third aspect of the present invention, in a vehicle in which the clutch is disengaged when the engine is stopped and the input shaft of the transmission cannot be locked in the rotational direction by the frictional force of the engine, the parking lock operation mechanism is provided. By manual operation, the parking gear provided on the output shaft of the transmission and the manual parking lock mechanism can be engaged to lock the wheels in the rotation direction.

[0008]

Next, an embodiment of the present invention will be described. FIG. 1 is a cross-sectional view showing a state where a vehicle parking device 1 is attached to an existing manual transmission 2. The vehicle parking device 1 is equipped to park a vehicle in which the electromagnetic clutch is disconnected when the engine is stopped and the input shaft 6 of the transmission 2 cannot be locked in the rotation direction by the frictional force of the engine. As shown in FIG. 1, an automatic parking lock mechanism 4 described later is separately bolted to an opening formed in an upper portion of a case 3 of the transmission 2. A parking gear 5 is formed on the input shaft 6 of the transmission 2 so as to engage with a tip of a parking lock shaft 13 (shown in FIGS. 2 to 4) of the automatic parking lock mechanism 4.
In addition, as shown in FIG. 1, since there is a space inside the transmission 2 above the input shaft 6 opposed to the transmission synchronizing device 8 provided on the output shaft 7, the space includes the automatic parking lock mechanism 4. Half is inserted. As described above, the automatic parking lock mechanism 4 is provided separately from the case 3 of the transmission 2.
, The modification of the transmission 2 is only partially required.

Next, the configuration of the automatic parking lock mechanism 4 will be described. FIG. 2 is a sectional view showing the configuration of the automatic parking lock mechanism 4. FIG. 2 shows a state in which the input shaft 6 of the transmission 2 is locked by the automatic parking lock mechanism 4. The automatic parking lock mechanism 4 includes a parking actuator 1 serving as a power actuation source.
0, an actuator lever 11 for increasing the power of the parking actuator 10, and an actuator lever 1
1, the parking wedge 12 having a parking lock standby function and a parking lock holding function, and a parking wedge 12 arranged substantially perpendicularly to the input shaft 6 of the transmission 2 and formed on the input shaft 6. A parking lock shaft 13 that engages with the parking gear 5 is provided.

The parking actuator 10 is supported by the parking case 14 and is operated by the negative pressure of the engine supplied to the negative pressure chamber 15 via a solenoid valve 42 (see FIG. 5), which will be described later. It has an actuator rod 18 that slides in the axial direction connected to a diaphragm 17 that is returned by a reduction and return spring 16. The actuator lever 11 is pivotally rotatable at an intermediate portion by a pivot pin 19.
4, one end is connected to the actuator rod 18 via the connect pin 20, and the other end is brought into contact with the parking wedge 12. The actuator lever 11
The movement of the other end is restricted by the stop ring 30. The parking wedge 12 is provided with a lock pin 21.
, Is axially slidably supported on a wedge shaft 22 fixed to the parking case 14, one end of which contacts the tip of the actuator lever 11, the other end is pressed by a parking lock spring 23, and a parking lock is formed on the outer peripheral portion. It has a cam surface 24 for moving the shaft 13 forward and backward. Note that one end of the parking lock spring 23 is supported by the spring retainer 25, and the end surface of the spring retainer 25 is in contact with the stop ring 32.
The parking lock shaft 13 is supported by the parking case 14 so as to be slidable in the axial direction. One end of the parking lock shaft 13 follows and contacts the cam surface 24 of the parking wedge 12 by a return spring 26 that biases in a direction to separate from the parking gear 5. The other end engages and disengages with the parking gear 5. The movement of the upper end of the return spring 26 is restricted by the stop ring 31.

Next, the operation of the automatic parking lock mechanism 4 in FIG. 2 will be described. In a parking state, a solenoid switch 42 for introducing a negative intake air pressure of the engine into the negative pressure chamber 15 of the parking actuator 10 in a state where a key switch 50 (see FIG. 5) described later is turned off by a driver and the engine is stopped. When the electric power is supplied to the negative pressure supply circuit 41 (see FIG. 5) for a certain period of time, the negative pressure supply circuit 41 (see FIG. 5) is opened, so that the negative pressure chamber 15 becomes the atmospheric pressure, and the parking actuator 10 becomes inactive. Thereafter, the solenoid valve 42 is de-energized to close the negative pressure supply circuit 41, and the parking actuator 1
0 is kept inactive. When the parking actuator 10 is not operated, the actuator rod 18 is moved rightward in the drawing by the diaphragm 17, so that the actuator lever 11 is rotated clockwise about the pivot pin 19, and as a result, the parking lock is released. The parking wedge 12 is pressed by the spring 23. When the parking wedge 12 is pressed by the parking lock spring 23, the parking wedge 12 is moved to the left. Therefore, the parking lock shaft 13 projects downward from the cam surface 24 of the parking wedge 12, and the tip of the parking lock shaft 13. The part enters the groove of the parking gear 5 and locks the input shaft 6. In this state, when the input shaft 6 and the output shaft 7 are fastened by combining the transmission gears of the transmission 2, the wheels are locked in the rotation direction.

FIG. 3 shows an automatic parking lock mechanism 10.
Indicates that the system is in the lock operation standby state. The state of the automatic parking lock mechanism 10 shown in FIG. 3 is almost the same as the state of the automatic parking lock mechanism 10 shown in FIG.
Of the parking gear 5 formed on the input shaft 6 of the transmission 2, and a base end of the parking wedge 1
The parking wedge 12 cannot move since it is in contact with the second cam surface 24. However, from this state, the input shaft 6
Is rotated left or right, the leading end of the parking lock shaft 13 enters the tooth groove of the parking gear 5, and the parking lock shaft 13 is moved downward.
3, the input shaft 6 is locked by fixing the parking lock shaft 13 in the same state as in FIG. In this state, when the input shaft 6 and the output shaft 7 are fastened by combining the transmission gears of the transmission 2, the wheels are locked in the rotation direction.

FIG. 4 shows a state where the input shaft 6 of the transmission 2 is locked by the automatic parking lock mechanism 4 from the state shown in FIG. When the automatic parking lock mechanism 4 is set to the unlocked state, the driver turns on the key switch 50 to start the engine, energizes the solenoid valve 42 for a certain period of time during idling to open the negative pressure supply circuit 41, Is supplied to the negative pressure chamber 15 of the parking actuator 10, the diaphragm 17 of the parking actuator 10 is displaced to the left. As a result, the actuator rod 18 is moved leftward, so that the actuator lever 11 is rotated leftward (counterclockwise). In this state, the solenoid valve 42 is turned off. When the actuator lever 11 is rotated leftward (counterclockwise),
The actuator lever 11 moves the parking wedge 12 rightward against the urging force of the parking lock spring 23. As a result, the upper end of the parking lock shaft 13 comes into contact with the cam surface 24 of the parking wedge 12 from the large-diameter surface to the small-diameter cam surface 24, so that the parking lock shaft 13 is moved upward by the urging force of the return spring 26, Is detached from the tooth space of the parking gear 5. This allows
The lock of the input shaft 6 is released.

FIG. 5 is a block diagram showing an electrical and mechanical system of the vehicle parking device 1. As shown in FIG. As shown in FIG. 5, the parking actuator 10 of the automatic parking lock mechanism 4 that locks the input shaft 6 by engaging with the parking gear 5 formed on the input shaft 6 of the transmission 2 includes a negative pressure supply circuit 41, Valve 42, intake manifold 4
3 and connected to the engine 44. Further, the driving force of the engine 44 is transmitted to the transmission 2 via the electromagnetic powder clutch 45, and further transmitted to the wheels 46. The voltage of the battery 47 is applied to the electromagnetic valve 42 or the electromagnetic powder clutch 4.
A power supply control device 48 for supplying power to the power supply 5 is provided.
The power supply control device 48 outputs a voltage to the electromagnetic valve 42 and the electromagnetic powder clutch 45 based on an operation command signal from the electronic control device 49.

The electronic control unit 49 is supplied with power from a battery 47 by operating a key switch 50. Also,
A vehicle speed sensor 51 and an engine rotation sensor 52 are provided, and a vehicle speed detection signal and an engine speed detection signal are input to the electronic control unit 49. In addition, the electronic control unit 49
It recognizes that the electromagnetic valve 42 is in the energized and non-energized states, and also recognizes the magnitude of the energizing current to the electromagnetic powder clutch 45 (the degree of clutch connection). Further, the electronic control unit 49 recognizes whether the key switch 50 is on or off. A parking switch 53 and a warning lamp 54, which will be described later, are connected to the electronic control unit 49.

Next, parking control by the electronic control unit 49 will be described. FIG. 6 is a flowchart of the lock control by the electronic control unit 49. In step S1 of the flowchart of FIG. 6, the vehicle recognizes that the vehicle is in a parking state based on a signal from the vehicle speed sensor 51, and determines that the electromagnetic powder clutch 45 is in a non-energized state and is in a completely disconnected state. The engine 4 based on the signal from the engine rotation sensor 52.
When the key switch 50 is turned off in a state in which the key switch 4 is in the idling rotation state, the lock operation command program is started. The key switch 50
Even if is turned off, as shown in step S2, the power supply of the electronic control unit 49 is continuously supplied in order to execute the control function for a fixed time.

Step S3 indicates that the engine 44 eventually stops and the intake negative pressure becomes zero. Next, in step S4, the solenoid valve 42 is energized to open the negative pressure supply circuit 41. Thus, in step S5, the automatic parking lock mechanism 4 locks the input shaft 6 of the transmission 2. Since the detailed description of the lock operation has already been described in the section “0011”, the description will not be repeated. Next, in step S6, the energization of the electromagnetic valve 42 is stopped, and the negative pressure supply circuit 41 is closed.
In this state, as shown in step S7, the automatic parking lock mechanism 4 fixes the locked state of the input shaft 6 of the transmission 2 and ends this processing. When the transmission gears of the transmission 2 are combined with the input shaft 6 of the transmission 2 locked as described above and the input shaft 6 and the output shaft 7 are fastened, the wheels 46 are locked in the rotational direction.

FIG. 7 is a flowchart of the lock release control by the electronic control unit 49. When the driver turns on the key switch 50, the lock release control program is started. When the key switch 50 is turned on as shown in step S1 of the flowchart of FIG. 7, if it is determined in step S2 that the vehicle is parked and the vehicle speed is zero, the electromagnetic powder clutch 45 is de-energized in step S3. If it is determined that the engine 44 is in the state of being completely shut off, the engine 44 is started in step S4, and if it is determined in step S5 that the engine 44 is idling (the suction negative pressure is large), the process proceeds to step S6. Energize the valve 42 to supply the negative pressure
Release 1 Thereby, in step S7,
The automatic parking lock mechanism 4 includes an input shaft 6 of the transmission 2.
Unlock. The detailed description of this unlocking operation has already been described in the section “0013”, and will not be repeated. In step S8, the energization of the solenoid valve 42 is stopped, and the negative pressure supply circuit 41 is closed. In this state, as shown in step S9, the automatic parking lock mechanism 4 fixes the unlocking of the input shaft 6 of the transmission 2 and ends this processing.

Next, lock control and lock release control by the electronic control unit 49 using the parking switch 53 and the warning lamp 54 will be described. FIG. 8 is a flowchart of the lock control by the electronic control unit 49. In step S1 of FIG. 8, when the driver turns on the parking switch 53 and the warning lamp 54 is turned on, the lock operation command program is started. When it is determined in step S2 that the vehicle is parked and the vehicle speed is zero, it is determined in step S3 that the electromagnetic powder clutch 45 is in a non-energized state and is completely shut off, and in step S4 the engine 44 is idling. If it is determined that the engine is in the state, the engine 44 is automatically stopped in step S5. If it is determined in step S6 that the rotation of the engine 44 is zero,
In step S7, the solenoid valve 42 is energized to open the negative pressure supply circuit 41. As a result, in step S8, the automatic parking lock mechanism 4
To lock. Since the detailed description of the lock operation has already been described in the section “0011”, the description will not be repeated. In step S9, the energization of the solenoid valve 42 is stopped, and the negative pressure supply circuit 41 is closed. In this state, the warning lamp 54 is turned off, the automatic parking lock mechanism 4 fixes the lock state of the input shaft 6 of the transmission 2 as shown in step S10, and the key switch 50 is turned off in step S11. This process ends. still,
With the input shaft 6 of the transmission 2 locked as described above, the transmission gears of the transmission 2 are combined, and the input shaft 6 and the output shaft 7 are combined.
Is fastened, the wheel 46 is locked in the rotation direction.

FIG. 9 is a flowchart of the lock release control by the electronic control unit 49. When the key switch 50 is turned on as shown in step S1 of the flowchart of FIG. 9, the warning lamp 54 is turned on. When it is determined in step S2 that the vehicle is parked and the vehicle speed is zero, the process proceeds to step S3. When it is determined that the electromagnetic powder clutch 45 is in the non-energized state and is completely shut off, the engine 44 is started in step S4, and in step S5, it is determined that the engine 44 is idling (the suction negative pressure is large). In this case, in step S6, the solenoid valve 42 is energized to open the negative pressure supply circuit 41. As a result, in step S7, the automatic parking lock mechanism 4
Unlock. The detailed description of this unlocking operation has already been described in the section “0013”, and will not be repeated. In step S8, the energization of the solenoid valve 42 is stopped, and the negative pressure supply circuit 41 is closed. In this state, the warning lamp 54 is turned off, and as shown in step S9, the automatic parking lock mechanism 4 fixes the unlocking of the input shaft 6 of the transmission 2 and ends this processing.

The above-described vehicle parking device 1 includes:
Control is performed so that the unlocked state is maintained when the key switch 50 is on, and the locked operation state is maintained when the key switch 50 is off. Also, the engine 44 stops while the vehicle is running,
Even if the electromagnetic powder clutch 45 is disconnected and the negative suction pressure of the engine 44 is lost, the key switch 50
Is ON, the solenoid valve 42 keeps closing the negative pressure supply circuit 41 in the non-energized state, so that the parking lock released state can be maintained. In addition, even if the key switch 50 is turned off while the vehicle is running due to an erroneous operation, the uncontrollable solenoid valve 42 keeps closing the negative pressure supply circuit 41 without power supply,
Since the control for opening the negative pressure supply circuit 41 by energizing for a certain period of time cannot be executed, the parking lock released state can be maintained.

In the case of the vehicle parking device 1 described above, the parking gear 5 is formed on the input shaft 6 of the transmission 2, and the automatic parking lock mechanism 4 locks the input shaft 6.
However, the parking gear is formed on the output shaft of the transmission 2 and the automatic parking lock mechanism 4 is released.
May lock and unlock the output shaft. In this case, even if the input shaft 6 and the output shaft 7 of the transmission 2 are not fastened, the wheels 46 are locked in the rotation direction.

Instead of using the parking actuator 10, a manual parking lock mechanism (not shown) is used, and the manual parking lock mechanism is manually operated via a parking lock operation mechanism, so that the output shaft of the transmission 2 is provided. The wheel 46 can be locked in the rotation direction by engaging the parking gear provided on the vehicle 7 with the manual parking lock mechanism. In this case, the parking lock operation mechanism includes a manual select lever, a select rod or a select cable, and operates the actuator lever 11, and the other mechanisms are the same as the automatic parking lock mechanism 4.

[0024]

According to the present invention, the existing manual transmission is slightly modified to provide an automatic parking lock mechanism,
There is an effect that the manual parking lock mechanism can be easily attached separately to an existing manual transmission.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view illustrating a mechanical configuration of a vehicle parking device.

FIG. 2 is a sectional view showing a configuration of an automatic parking lock mechanism and a lock operation state.

FIG. 3 is a sectional view of the automatic parking lock mechanism in a lock standby state.

FIG. 4 is a sectional view of the automatic parking lock mechanism in an unlocked state.

FIG. 5 is a block diagram showing an overall configuration of the vehicle parking device.

FIG. 6 is a lock control flowchart of the vehicle parking device.

FIG. 7 is a flowchart for unlocking control of the vehicle parking device.

FIG. 8 is another flowchart for lock control of the vehicle parking device.

FIG. 9 is another lock release control flowchart of the vehicle parking device.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle parking device 2 transmission 3 transmission case 4 automatic parking lock mechanism 5 parking gear 6 input shaft 7 output shaft 10 parking actuator 11 actuator lever 12 parking wedge 13 parking lock shaft 41 negative pressure supply circuit 42 solenoid valve 44 engine 45 Electromagnetic powder clutch 46 Wheel 49 Electronic control unit 50 Key switch 51 Vehicle speed sensor 52 Engine rotation sensor 53 Parking switch 54 Warning lamp

Claims (10)

[Claims] 1. A separate automatic parking lock mechanism attached to a transmission case in a vehicle in which a clutch is disengaged when an engine is stopped and an input shaft of a transmission cannot be locked in a rotational direction by frictional force of the engine. Parking lock control means for controlling the automatic parking lock mechanism; and controlling the automatic parking lock mechanism by the parking lock control means, whereby a parking gear provided on an input shaft of the transmission and the automatic parking lock mechanism are provided. And the transmission gears of the transmission are meshed, the output shaft of the transmission is fastened to the input shaft locked by the automatic parking lock mechanism, and the wheels are locked in the rotational direction. Vehicle parking device. 2. A separate automatic parking lock mechanism mounted on a transmission case in a vehicle in which a clutch is disengaged when an engine stops and an input shaft of the transmission cannot be locked in a rotational direction by frictional force of the engine. Parking lock control means for controlling the automatic parking lock mechanism; and controlling the automatic parking lock mechanism by the parking lock control means, whereby a parking gear provided on an output shaft of the transmission and the automatic parking lock mechanism are provided. And the vehicle is locked in the rotational direction. A separate manual parking lock mechanism attached to the transmission case in a vehicle in which the clutch is disengaged when the engine is stopped and the input shaft of the transmission cannot be locked in the rotation direction by the frictional force of the engine; A parking lock operating mechanism for manually operating the manual parking lock mechanism; manually operating the parking lock operating mechanism to activate the manual parking lock mechanism; and a parking gear provided on an output shaft of the transmission; A vehicle parking device for locking a wheel in a rotational direction by engaging a manual parking lock mechanism. 4. The automatic parking lock mechanism, wherein a parking actuator serving as a power actuating source, an actuator lever for expanding the power of the parking actuator, and the power expanded by the actuator lever are transmitted to provide a parking lock standby function and a parking lock. 3. The parking device for a vehicle according to claim 1, further comprising a parking wedge having a holding function and a parking lock shaft arranged in a direction substantially perpendicular to the input shaft and having a parking lock release promoting function. . 5. A manual parking lock mechanism, comprising: an actuator lever for expanding a manual operation force; a parking wedge to which the operation force expanded by the actuator lever is transmitted and having a parking lock standby function and a parking lock holding function; The parking device according to claim 3, further comprising a parking lock shaft disposed substantially perpendicular to the input shaft and having a parking lock release promoting function. 6. The parking actuator is supported by a parking case, is operated by an intake negative pressure of an engine supplied to a negative pressure chamber, and is connected to a diaphragm which is reduced by a negative pressure and returned by a return spring to be axially connected to the diaphragm. An actuator rod that slides, an intermediate portion of the actuator lever is supported by a parking case so as to be swingably rotatable, an actuator rod is connected to one end, and a parking wedge is brought into contact with the other end; The wedge shaft fixed to the parking case is slidably supported on the wedge shaft in the axial direction. One end contacts the tip of the actuator lever, the other end is pressed by the parking lock spring, and the parking lock shaft moves forward and backward on the outer periphery. The parking lock shuff. Is supported by the parking case so as to be slidable in the axial direction, one end follows and contacts the cam surface of the parking wedge by a return spring that urges in a direction separating from the parking gear, and the other end engages with the parking gear. 5. The device of claim 4, wherein
The vehicle parking device according to claim 1. 7. The actuator lever has an intermediate portion supported by a parking case so as to be swingably rotatable, one end of which is connected to a select rod or a select cable, and the other end of which is in contact with a parking wedge. The wedge shaft fixed to the case is slidably supported on the wedge shaft in the axial direction. One end contacts the tip of the actuator lever, the other end is pressed by the parking lock spring, and the parking lock shaft moves forward and backward on the outer peripheral portion. The parking lock shaft has a cam surface, the parking lock shaft is slidably supported in the parking case in the axial direction, and one end follows and contacts the cam surface of the parking wedge by a return spring that biases in a direction in which the parking lock shaft separates from the parking gear. The other end engages and disengages with the parking gear Claim to 5
The vehicle parking device according to claim 1. 8. The parking lock control means includes a vehicle speed sensor, an engine rotation sensor, a key switch, an electronic control unit, and a solenoid valve for opening and closing an intake negative pressure supply circuit of the engine. The vehicle parking device according to claim 1 or 2, wherein 9. The vehicle parking device according to claim 3, wherein the parking lock operation mechanism includes a manual select lever and a select rod or a select cable. 10. The parking lock control means is connected to a parking switch operated when locking the automatic parking lock mechanism, and performs lock control and unlock release control of the automatic parking lock mechanism. 9. A warning lamp which is lit at a time, is connected to the warning lamp.
The vehicle parking device according to claim 1.