JP2008260394A - Shift actuator and shift actuator control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow an ECU to reliably grasp whether the changing of the gear engagement state is tardy when changing over the high-speed stage and the low-speed stage by a shift actuator 1. <P>SOLUTION: The shift actuator 1 comprises: a first detection means 89 for detecting the rotational position of a gear wheel 68 arranged on the closer side of a motor 45 than a torsion spring 76 in a driving force transmitting path; and a second detection means 90 for detecting the rotational position of a gear wheel 53 arranged on the closer side of an output shaft 46 than the torsion spring 76. Since no members such as the torsion spring 76 for temporarily storing the driving force and temporarily blocking the transmission thereof are arranged on the driving force transmitting path on the output side of the torsion spring 76, the input from the second detection means 90 reliably reflects the gear engagement state. Thus, an ECU reliably grasps by the input from the second detection means 90 whether the gear engagement state is tardy. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a shift actuator that outputs a driving force for switching between a high-speed gear engagement state and a low-speed gear engagement state, and a shift actuator control device that controls the shift actuator.

  Conventionally, a driving force for switching between a gear engagement state for two-wheel drive and a gear engagement state for four-wheel drive, and for switching between a gear engagement state at a high speed stage and a gear engagement state at a low speed stage is output. Shift actuators are known.

  The shift actuator includes an electric motor that generates a driving force, an output shaft that transmits the driving force to the outside, a plurality of driving force transmission elements that form a driving force transmission path for transmitting the driving force generated by the motor to the output shaft, A torsion that temporarily stores the driving force when the gear engagement state is switched between two-wheel driving and four-wheel driving or between a high speed stage and a low speed stage. It is constituted by a spring or the like. Then, the drum cam is rotated by the driving force output from the shift actuator, and switching between the two-wheel drive and the four-wheel drive and the switching between the high speed stage and the low speed stage are performed according to the switching pattern provided in the drum cam. Is called.

  The shift actuator has a built-in sensor for detecting the displacement state of the driving force transmission element arranged on the input side of the torsion spring (that is, the motor side in the driving force transmission path) as a parameter used for energization control of the motor. (For example, refer to Patent Document 1). As a result, the control device for the shift actuator (hereinafter referred to as ECU) can detect the displacement state of the driving force transmission element on the torsion spring input side, and can perform energization control based on the detected displacement state.

  By the way, the ECU permits the driver to switch between the high-speed gear engagement state and the low-speed gear engagement state by the shift actuator only when the vehicle is stopped. That is, the switching between the high-speed gear engagement state and the low-speed gear engagement state is completed through three stages: release of the switching-source gear engagement state → neutral → formation of the switching-destination gear engagement state. . Therefore, in order to avoid the gear engagement state becoming neutral when the vehicle is traveling, switching between the high speed stage and the low speed stage is permitted only when the vehicle is stopped.

However, when the gear engagement state is switched, the torsion spring maintains the state where the torsion torque is stored, and the gear engagement state at the switching destination is not completely formed, but the torsion spring input side is not formed. The driving force transmission element is in a displacement state indicating the gear engagement state of the switching destination. For this reason, according to the shift actuator of Patent Document 1, the ECU cannot accurately grasp whether or not the gear engagement state is switched, and the gear engagement state of the switching destination is completely formed. The driver may start the vehicle without being done.
JP 7-179138 A

  The present invention has been made to solve the above-described problems, and the ECU reliably determines whether or not the gear engagement state is switched when switching between the high speed stage and the low speed stage by the shift actuator. It is to be able to grasp.

[Means of Claim 1]
The shift actuator according to claim 1 outputs a driving force for switching between a high-speed gear engagement state and a low-speed gear engagement state.
The shift actuator includes an electric motor that generates a driving force, an output shaft that transmits the driving force to the outside, and a plurality of drives that form a driving force transmission path for transmitting the driving force generated by the motor to the output shaft. A spring that is arranged at any position on the force transmission element and the driving force transmission path, and temporarily stores the driving force when switching between the gear engagement state of the high speed stage and the gear engagement state of the low speed stage is achieved, and the spring First detection means for detecting the displacement state of the driving force transmission element arranged closer to the electric motor than the first detection means, and second detection means for detecting the displacement state of the driving force transmission element arranged closer to the output shaft than the spring With.

  Thereby, the ECU detects a displacement state in which the driving force transmission element on the output side of the torsion spring (that is, the output shaft side in the driving force transmission path) indicates the gear engagement state of the switching destination by the input from the second detection means. It can be determined whether or not. Here, in the driving force transmission path on the output side of the torsion spring, a member such as a torsion spring that temporarily stores the driving force and temporarily blocks the transmission is not provided. The input reliably reflects the gear engagement state. For this reason, the ECU can reliably grasp whether or not the gear engagement state is switched by the input from the second detection means.

[Means of claim 2]
According to a second aspect of the present invention, the shift actuator includes a clutch mechanism that allows transmission of the driving force only in the direction from the electric motor toward the spring in the driving force transmission path closer to the electric motor than the spring.
Accordingly, it is possible to prevent the stress stored in the spring from being transmitted to the electric motor, and thus it is possible to prevent the reverse rotation of the electric motor due to the stress of the spring.

[Means of claim 3]
According to the shift actuator control device according to claim 3, the switching between the high-speed gear engagement state and the low-speed gear engagement state is performed by releasing the switching-source gear engagement state, neutral, and switching-destination gear. The process is completed through three stages of formation of the engaged state. Then, when the shift actuator control device determines that the switching source gear engagement state is released, the shift actuator control device controls energization to the motor so as to form the switching source gear engagement state. When it is determined that the gear engagement state is established, the energization to the motor is controlled so as to form the gear engagement state of the switching destination.

  Thus, when the switching-source gear engagement state is released, the ECU does not significantly switch the engagement state across the neutral to the switching-destination gear engagement state. A small switching operation is performed so as to form a combined state. Further, the ECU performs a small switching operation so as to form the switching gear engagement state when the switching gear engagement state is established.

  In this way, the ECU controls the energization of the shift actuator so that a small switching operation is always performed when switching between the high-speed gear engagement state and the low-speed gear engagement state occurs. As a result, when the switching source gear engagement state is released, it is not necessary to perform a large switching operation until the switching destination gear engagement state. Can be adopted.

The shift actuator of the best mode outputs a driving force for switching between a gear engagement state at a high speed stage and a gear engagement state at a low speed stage.
The shift actuator includes an electric motor that generates a driving force, an output shaft that transmits the driving force to the outside, and a plurality of drives that form a driving force transmission path for transmitting the driving force generated by the motor to the output shaft. A spring that is arranged at any position on the force transmission element and the driving force transmission path, and temporarily stores the driving force when switching between the gear engagement state of the high speed stage and the gear engagement state of the low speed stage is achieved, and the spring First detection means for detecting the displacement state of the driving force transmission element arranged closer to the electric motor than the first detection means, and second detection means for detecting the displacement state of the driving force transmission element arranged closer to the output shaft than the spring With.
In addition, the shift actuator includes a clutch mechanism that allows transmission of the driving force only in the direction from the electric motor toward the spring in the driving force transmission path on the electric motor side of the spring.

  Furthermore, according to the shift actuator control device of the best mode, the switching between the gear engagement state at the high speed stage and the gear engagement state at the low speed stage is performed by releasing the gear engagement state at the switching source, neutral, and the gear at the switching destination. When it is determined that the gear engagement state of the switching source has been released after completing the three stages of formation of the engagement state, the motor is energized so as to form the gear engagement state of the switching source. When it is determined that the formation of the gear engagement state at the switching destination is established, the energization to the motor is controlled so as to form the gear engagement state at the switching destination.

[Configuration of Example 1]
The structure of the shift actuator 1 of Example 1 is demonstrated using FIG. 1 thru | or FIG.
The shift actuator 1 is a drive for switching between a two-wheel drive gear engagement state and a four-wheel drive gear engagement state, and switching between a high-speed gear engagement state and a low-speed gear engagement state. Output power. As shown in FIG. 1, the shift actuator 1 switches between the two-wheel drive and the four-wheel drive by switching the engagement state of the gears together with the drum cam 2, the two rods 3, 4, etc. A transfer switching device 5 for switching to a low speed stage is configured.

First, switching between two-wheel drive and four-wheel drive and switching between a high speed stage and a low speed stage by the transfer switching device 5 will be described.
The transfer switching device 5 is engaged with each of the shift actuator 1, various switching patterns 6, 7 formed on the outer peripheral surface, and the drum cam 2 rotated by the torque output from the shift actuator 1, and the switching patterns 6, 7. And two rods 3 and 4 that convert the torque of the drum cam 2 into thrust and advance and retract in the axial direction to switch the gear engagement state.

  Here, the switching pattern 6 is a 24 switching pattern for switching between two-wheel driving and four-wheel driving, and the rod 3 having the engaging portion 8 that engages with the switching pattern 6 is a 24 switching rod. . The switching pattern 7 is a height switching pattern for switching between a high speed stage and a low speed stage, and the rod 4 having the engaging portion 9 that engages with the switching pattern 7 is a height switching rod. The rods 3 and 4 are prevented from wobbling in the axial direction by the detents 13 and 14 in order to stably maintain the gear engagement state.

  Moreover, the transfer part 16 which forms the gear engagement state switched by the transfer switching apparatus 5 is comprised by the following gear elements.

  That is, the gear element of the transfer unit 16 is arranged coaxially with the input shaft 18 and the input shaft 18 that are mechanically connected to a transmission (not shown), and has a front wheel (not shown) and a rear wheel (not shown). An output shaft 19 that is mechanically connected to one of the wheels, an inner tooth 22 that always engages with an external tooth 21 of the output shaft 19, and a sleeve gear 23 that moves in the axial direction by the thrust of the rod 3, and a sleeve gear 23 Has an internal tooth 26 that engages with and disengages from the external tooth 25, a flat gear 27 that mechanically connects to the other wheel of the front wheel or the rear wheel, and an internal tooth 30 that always engages with the external tooth 29 of the input shaft 18. A sleeve gear 31 that moves in the axial direction by the thrust of the rod 4, and a sleeve gear 35 that is provided with a larger diameter than the sleeve gear 31 and has internal teeth 34 that engage and disengage with the external teeth 33 of the sleeve gear 31.

  Further, the output shaft 19 is provided with coaxial external teeth 37 different from the external teeth 21, and the internal teeth 30 of the sleeve gear 31 are engaged with and disengaged from the external teeth 37. A planetary gear 42 having external teeth 41 that are always engaged with the external teeth 40 of the sleeve gear 35 is disposed on the support shaft 39 that extends from the output shaft 19 to the outer peripheral side.

  With the above configuration, the transfer unit 16 has a two-wheel drive and high-speed gear engagement state (hereinafter referred to as “2H”), a four-wheel drive and high-speed gear engagement state (hereinafter referred to as “4H”), Three engagement states of neutral (hereinafter referred to as “N”) and four-wheel drive and low-speed engagement state (hereinafter referred to as “4L”) are 2H → 4H → N → 4L, or 4L → The direction is switched from N → 4H → 2H.

  That is, in 2H, the inner teeth 30 of the sleeve gear 31 are simultaneously engaged with the outer teeth 29 of the input shaft 18 and the outer teeth 37 of the output shaft 19, and the outer teeth 33 of the sleeve gear 31 and the inner teeth of the sleeve gear 35 are Since the teeth 34 are not engaged, the driving force transmitted from the transmission to the input shaft 18 is transmitted to the output shaft 19 without being decelerated. Further, since the external teeth 21 of the output shaft 19 are engaged with the internal teeth 22 of the sleeve gear 23 and the external teeth 25 of the sleeve gear 23 are not engaged with the internal teeth 26 of the flat gear 27, the input shaft 18 The driving force transmitted to the output shaft 19 is transmitted only to one of the front wheels and the rear wheels.

  Next, when the drum cam 2 rotates from 2H to 4H, the rod 4 and the sleeve gear 31 are not displaced in the axial direction, and the rod 3 and the sleeve gear 23 are displaced to the right in the axial direction. As a result, in 4H, the engagement between the sleeve gear 31 and the input shaft 18 and the output shaft 19 and the non-engagement between the sleeve gear 31 and the sleeve gear 35 are the same as in 2H, and the drive transmitted from the transmission to the input shaft 18 is the same. The force is transmitted to the output shaft 19 without being decelerated. On the other hand, the engagement between the output shaft 19 and the sleeve gear 23 remains the same as 2H, and the outer teeth 25 of the sleeve gear 23 engage with the inner teeth 26 of the flat gear 27. The transmitted driving force is transmitted to both the front and rear wheels.

  Next, when the drum cam 2 rotates from 4H to N, the rod 4 and the sleeve gear 31 are displaced to the left in the axial direction, and the rod 3 and the sleeve gear 23 are not displaced. As a result, in N, the sleeve gear 31 and the sleeve gear 35 remain disengaged, and the inner teeth 30 of the sleeve gear 31 are disengaged from the outer teeth 37 of the output shaft 19, so that the transmission is transmitted from the transmission to the input shaft 18. No driving force is transmitted to the output shaft 19 at all. The engagement between the output shaft 19 and the sleeve gear 23 and the engagement between the sleeve gear 23 and the flat gear 27 are the same as in 4H.

  When the drum cam 2 rotates from N to 4L, the rod 4 and the sleeve gear 31 are further displaced to the left in the axial direction, and the rod 3 and the sleeve gear 23 are not displaced. As a result, in 4L, the sleeve gear 31 and the output shaft 19 remain disengaged, and the outer teeth 33 of the sleeve gear 31 engage with the inner teeth 34 of the sleeve gear 35. The transmitted driving force is decelerated and transmitted to the output shaft 19. Since the engagement between the output shaft 19 and the sleeve gear 23 and the engagement between the sleeve gear 23 and the flat gear 27 are the same as in 4H, the reduced driving force transmitted from the input shaft 18 to the output shaft 19 is applied to the front wheels and the rear wheels. Transmitted to both wheels of the wheel.

  As described above, switching between the high-speed gear engaging state and the low-speed gear engaging state (that is, switching from 4H to 4L, or switching from 4L to 4H) is performed by releasing the switching-source gear engaging state. Then, the process is completed through three stages of neutral (that is, N state) and formation of the gear engagement state of the switching destination. Further, in order to avoid the gear engagement state being N when the vehicle is traveling, switching between the high speed stage and the low speed stage is permitted only when the vehicle is stopped.

  As shown in FIGS. 2 and 3, the shift actuator 1 includes an electric motor 45 that is supplied with power from an in-vehicle power source (not shown) and generates torque as a driving force, and an output shaft that outputs torque to the outside of the shift actuator 1. 46, a speed reduction mechanism 47 that reduces the torque of the electric motor 45 and transmits the torque to the output shaft 46, and a waiting mechanism that temporarily stores the torque of the electric motor 45 as a torsional torque and delays the transmission of the torque of the electric motor 45 to the output shaft 46. 48, a clutch mechanism 49 that allows transmission of torque only in the direction from the electric motor 45 toward the output shaft 46, and a switching status detection means 50 that outputs a signal corresponding to the switching status of the gear engagement state of the transfer unit 16. Prepare.

  The electric motor 45 is a known DC motor having an armature coil (not shown) and a field coil (not shown), and interaction between a current flowing through the armature coil and a magnetic field generated by energization of the field coil. This generates torque. The energization of the motor 45 is controlled by a predetermined electronic control device (hereinafter referred to as ECU 52) in accordance with a command from an occupant and detection signals obtained from various sensors.

  The output shaft 46 is incorporated coaxially with a gear wheel 53 to be described later and rotates integrally. The output shaft 46 terminates in the shift actuator 1 in the driving force transmission path from the electric motor 45 to the drum cam 2, and the input shaft 54 of the drum cam 2. And the driving force of the shift actuator 1 is transmitted to the drum cam 2 as torque (see FIG. 1).

  Here, the driving force transmission path incorporates various members constituting the speed reduction mechanism 47, the waiting mechanism 48, and the clutch mechanism 49 between the output shaft 56 (referred to as the motor output shaft 56) of the electric motor 45 and the output shaft 46. Is formed. That is, all or part of various members constituting each of the motor output shaft 56, the output shaft 46, the speed reduction mechanism 47, the waiting mechanism 48, and the clutch mechanism 49 are driving force transmission elements that form a driving force transmission path. .

  The speed reduction mechanism 47 is incorporated coaxially with the motor output shaft 56, is rotated by receiving torque from the motor output shaft 56 via the clutch mechanism 49, and has a gear 61 that meshes with the gear 60 of the motor pinion 58. A wheel 62, a gear pinion 64 that is coaxially integrated with the gear wheel 62, rotates integrally therewith, a gear wheel 68 that has a gear 67 that meshes with the gear 66 of the gear pinion 64, and is coaxially integrated with the gear wheel 68. A gear pinion 70 that rotates by transmitting torque from the wheel 68, a gear wheel 53 having a gear 73 that meshes with a gear 72 of the gear pinion 70, and the like.

  The waiting mechanism 48 is incorporated between the gear wheel 68 and the gear pinion 70. The waiting mechanism 48 is provided so as to rotate coaxially with the input side member 75 that rotates integrally with the gear wheel 68, the torsion spring 76 that receives torque from the input side member 75 and stores the torsion torque, and the gear pinion 70. The output side member 77 is rotated by receiving a torsional torque transmitted from the torsion spring 76.

  Here, one of the two ends of the torsion spring 76 is arranged on the outer peripheral side and abuts on the input side member 75 to form an input end of torque. The other end portion is arranged on the inner peripheral side and is incorporated in the shaft portion 79 of the gear pinion 70 to form a torque output end. A lever 80 is extended from the shaft portion 79 to the outer peripheral side, and the lever 80 is in contact with the output side member 77.

  Accordingly, when the input side member 75 is rotated by the torque of the electric motor 45, the torsion spring 76 is twisted from the outer peripheral side and accumulates the torsion torque. The stored torsion torque is transmitted to the shaft portion 79 on the inner peripheral side of the torsion spring 76 to rotate the lever 80, and further transmitted to the output side member 77 via the lever 80 to rotate the output side member 77. . As a result, the gear pinion 70 rotates coaxially with the output side member 77, and a torsion torque is output from the waiting mechanism 48 toward the output shaft 46.

  The clutch mechanism 49 is formed between the motor output shaft 56 and the motor pinion 58. That is, as shown in FIG. 4, the clutch mechanism 49 is provided integrally with a cylindrical clutch member 83 and an electric motor pinion 58 that are held by a collar 82, and a clutch inner 84 that contacts the clutch member 83 from the inner peripheral side. A part of the outer shell of the electric motor 45, a clutch outer 85 that contacts the clutch member 83 from the outer peripheral side, is fitted to the electric motor output shaft 56, rotates together with the electric motor output shaft 56, and the torque of the electric motor 45 is applied to the clutch inner 84. An arm drive 86 and the like.

  During normal operation, the arm drive 86 contacts the clutch inner 84 and torque is transmitted from the motor output shaft 56 to the motor pinion 58, and the arm drive 86 also contacts the collar 82, and the clutch 82 together with the collar 82. Revolves around. Then, for example, when the gear engagement state is switched in the transfer portion 16 and excessive torsion torque is accumulated in the torsion spring 76, the clutch inner 84 rotates in the opposite direction to that during normal operation due to the torsion torque, and the clutch The clutch member 83 is firmly sandwiched and locked together with the outer 85. For this reason, transmission of torsional torque from the clutch inner 84 to the arm drive 86 is prevented.

  The switching state detection means 50 includes first detection means 89 that detects the rotational position of the gear wheel 68 that is one of the driving force transmission elements disposed on the motor 45 side of the torsion spring 76 in the driving force transmission path, The driving force transmission path includes second detection means 90 that detects the rotational position of the gear wheel 53 that is one of the driving force transmission elements disposed on the output shaft 46 side of the torsion spring 76.

  The first detection unit 89 includes a conductive pattern 91 formed on the back surface of the gear wheel 68 (that is, the surface opposite to the torsion spring 76) and a plurality of contacts 92. According to the second detection means 90, the contact state between the conductive pattern 91 and the contacts 92 varies according to the rotational position of the gear wheel 68 (for example, the number of the contacts 92 that contact the conductive patterns 91 varies). . As a result, an electrical signal corresponding to the contact state between the conductive pattern 91 and the contact 92 is output and input to the ECU 52.

  The second detection means 90 includes a conductive pattern 93 formed on the back surface of the gear wheel 53 (that is, the surface opposite to the torsion spring 76) and a plurality of contacts 94. According to the second detection means 90, the contact state between the conductive pattern 93 and the contact 94 varies depending on the rotational position of the gear wheel 53 (for example, the number of the contact 94 that contacts the conductive pattern 93 varies). . As a result, an electrical signal corresponding to the contact state between the conductive pattern 93 and the contact 94 is output and input to the ECU 52.

  The ECU 52 is a well-known microcomputer that includes a storage device such as a CPU, ROM, and RAM, an input device, an output device, and the like that perform a control function and an arithmetic function. Then, as shown in FIG. 5 (a), the ECU 52 receives electric signals from various sensors such as the first and second detection means 89 and 90, and the electric motor based on these electric signals and a switching command from the passenger. The energization to 45 is controlled.

  Here, the driving force transmission path closer to the output shaft 46 than the torsion spring 76 is not provided with a member that temporarily stores the driving force such as the torsion spring 76 and temporarily blocks the transmission. The input from the second detection means 90 surely reflects the gear engagement state of the transfer unit 16. For this reason, the ECU 52 can reliably grasp whether or not the gear engagement state is switched by the input from the second detection means 90.

  For example, the ECU 52 grasps that the rotational position of the gear wheel 53 is in one of the regions α to δ as shown in FIG. 5B, based on the electric signal input from the second detection means 90. To do. Here, since the gear wheel 53 is closer to the output shaft 46 than the torsion spring 76, the rotational position of the gear wheel 53 reliably corresponds to the gear engagement state of the transfer portion 16.

  Therefore, for example, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region β, the ECU 52 grasps that the gear engagement state is 4H, “incomplete 4H”, or N. it can. Therefore, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region β when the 4H → 4L switching command is input, the switching-source gear engagement state (that is, 4H) is released. It can be judged that it is sticky. Further, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region β when the 4L → 4H switching command is input, the gear engagement state of the switching destination (that is, 4H) is formed. It can be judged that it is sticky.

  Similarly, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region γ, the ECU 52 can grasp that the gear engagement state is N or “incomplete 4L”. Therefore, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region γ when the 4H → 4L switching command is input, the gear engagement state of the switching destination (that is, 4L) is formed. It can be judged that it is sticky. If the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region γ when the 4L → 4H switching command is input, the switching-source gear engagement state (ie, 4L) is released. It can be judged that it is sticky.

  When the ECU 52 determines that the change of the gear engagement state of the switching source is achieved in the switching of the gear engagement state between 4H and 4L across N, the gear engagement state of the switching source is determined. When it is determined that the switching state of the gear engagement state is established, the motor 45 is switched to the switching destination gear engagement state so as to form the switching destination gear engagement state. Control energization.

  That is, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region β when the 4H → 4L switching command is input, the switching-source gear engagement state (that is, 4H) is released. Since it is determined that it is stuck, energization to the motor 45 is controlled so as to form 4H.

  Here, the ECU 52 uses the rotational position of the gear wheel 68 grasped by the electric signal input from the first detection means 89 in order to form the target gear engagement state. For example, the ECU 52 grasps that the rotational position of the gear wheel 68 is in one of the areas a to h as shown in FIG. 5B, based on the electric signal input from the first detection means 89. To do.

  Here, since the gear wheel 68 is closer to the electric motor 45 than the torsion spring 76, the rotational position of the gear wheel 68 does not correspond to the gear engagement state when the gear engagement state is switched. However, if there is no backlash of switching, the rotational position of the gear wheel 68 reliably reflects the gear engagement state.

Therefore, when controlling the energization to the electric motor 45 so as to form 4H as described above, the ECU 52 controls the energization to the electric motor 45 so that the rotational position of the gear wheel 68 becomes f. In other words, with the rotation position of the gear wheel 68 set to f, the transfer unit 16 waits until the gear engagement state is not switched.
In this case, since 4H is finally formed with respect to the switching command 4H → 4L, switching is not executed against the passenger switching command.

  Further, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region β when the 4L → 4H switching command is input, the gear engagement state of the switching destination (that is, 4H) is formed. Since it is determined that it is stuck, energization to the motor 45 is controlled so as to form 4H.

Also in this case, the ECU 52 controls energization to the electric motor 45 so that the rotational position of the gear wheel 68 becomes f in order to form 4H. In other words, with the rotation position of the gear wheel 68 set to f, the transfer unit 16 waits until the gear engagement state is not switched.
In this case, since 4H is finally formed with respect to the switching command 4L → 4H, switching according to the occupant switching command is executed.

  Similarly, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region γ when the 4H → 4L switching command is input, the gear engagement state (that is, 4L) of the switching destination is formed. Since it is determined that there is a backlash, the energization to the motor 45 is controlled so as to form 4L.

Then, when controlling the energization to the electric motor 45 so as to form 4L, the ECU 52 controls the energization to the electric motor 45 so that the rotational position of the gear wheel 68 becomes e. That is, with the rotational position of the gear wheel 68 set to e, the transfer unit 16 waits until the gear engagement state is not switched.
In this case, since 4L is finally formed with respect to the switching command 4H → 4L, switching according to the occupant switching command is executed.

  If the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region γ when the 4L → 4H switching command is input, the switching-source gear engagement state (ie, 4L) is released. Since it is determined that it is stuck, energization to the motor 45 is controlled so as to form 4L.

Also in this case, the ECU 52 controls energization to the electric motor 45 so that the rotational position of the gear wheel 68 becomes e in order to form 4L. That is, with the rotational position of the gear wheel 68 set to e, the transfer unit 16 waits until the gear engagement state is not switched.
In this case, since 4L is finally formed with respect to the switching command 4L → 4H, switching is not executed against the passenger switching command.

  As described above, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region β regardless of whether the input switching command is 4L → 4H, 4H → 4L, 4H is formed. Thus, the energization to the electric motor 45 is controlled, the rotation position of the gear wheel 68 is set to f, and the standby is performed. Similarly, when the ECU 52 grasps that the rotational position of the gear wheel 53 is in the region γ regardless of whether the input switching command is 4L → 4H, 4H → 4L, the ECU 52 forms 4L. Next, energization to the electric motor 45 is controlled, and the rotation position of the gear wheel 68 is set to e to stand by.

[Effect of Example 1]
The shift actuator 1 according to the first embodiment includes a switching state detection unit 50 that outputs a signal corresponding to the switching state of the gear engagement state in the transfer unit 16. The switching state detection means 50 includes a first detection means 89 for detecting a rotational position of the gear wheel 68 disposed on the motor 45 side of the torsion spring 76 in the driving force transmission path, and an output shaft than the torsion spring 76. The second detection means 90 detects the rotational position of the gear wheel 53 disposed on the 46 side.
As a result, the ECU 52 determines that the driving force transmission element on the output side of the torsion spring 76 (that is, on the output shaft 46 side in the driving force transmission path) is in the gear engagement state of the switching destination in response to the input from the second detection means 90. It can be determined whether or not the displacement state shown in FIG. Here, the driving force transmission path on the output side of the torsion spring 76 is not provided with a member such as the torsion spring 76 that temporarily stores the driving force and temporarily blocks the transmission. The input from 90 will certainly reflect the gear engagement state. For this reason, the ECU 52 can reliably grasp whether or not the gear engagement state is switched by the input from the second detection means 90.

A clutch mechanism 49 is formed between the motor output shaft 56 and the motor pinion 58.
Thereby, since it is possible to prevent the torsion torque stored in the torsion spring 76 constituting the waiting mechanism 48 from being transmitted to the electric motor 45, it is possible to prevent reverse rotation of the electric motor 45 by the waiting mechanism 48.

In addition, when the ECU 52 determines that the change of the gear engagement state of the switching source has been released in the switching of the gear engagement state between 4H and 4L across N, the gear engagement state of the switching source When it is determined that the switching state of the gear engagement state is established, the motor 45 is switched to the switching destination gear engagement state so as to form the switching destination gear engagement state. Control energization.
Thus, when the switching source gear engagement state is released, the ECU 52 does not significantly switch the engagement state across N to the switching destination gear engagement state. A small switching operation is performed so as to form a combined state. In addition, the ECU 52 performs a small switching operation so as to form the switching gear engagement state when the switching gear engagement state is established. For this reason, the ECU 52 controls energization to the electric motor 45 so that a small switching operation is always performed when the gear engagement state between 4H and 4L is switched. As a result, when the switching source gear engagement state is released, it is not necessary to perform a significant switching operation until the switching destination gear engagement state, so a torsion spring 76 having a low performance or a small size is adopted. can do.

[Modification]
Although the first detection means 89 of the first embodiment detects the rotational position of the gear wheel 68, the driving force transmission element whose displacement state is detected by the first detection means 89 is not limited to the gear wheel 68, If the driving force transmission element is arranged on the motor 45 side of the torsion spring 76 in the driving force transmission path, an arbitrary driving force transmission element is selected and the displacement state is detected by the first detection means 89. Also good.

  Although the second detection means 90 of the first embodiment detects the rotational position of the gear wheel 53, the driving force transmission element whose displacement state is detected by the second detection means 90 is not limited to the gear wheel 53, If the driving force transmission element is arranged on the output shaft 46 side of the torsion spring 76 in the driving force transmission path, an arbitrary driving force transmission element is selected and the displacement state is detected by the second detection means 90. May be.

  The waiting mechanism 48 according to the first embodiment is incorporated between the gear wheel 68 and the gear pinion 70. However, the position where the waiting mechanism 48 is incorporated is not limited between the gear wheel 68 and the gear pinion 70. It may be arranged at any position of the driving force transmission path leading to.

  Although the clutch mechanism 49 of the first embodiment is formed between the motor output shaft 56 and the motor pinion 58, the position where the clutch mechanism 49 is formed is not limited between the motor output shaft 56 and the motor pinion 58, You may arrange | position in any position of the driving force transmission path | route in the electric motor 45 side rather than the torsion spring 76. FIG. That is, as long as the driving force generated by the electric motor 45 is not transmitted to the torsion spring 76, the clutch mechanism 49 may be arranged at any position on the driving force transmission path.

  Further, since the position of the torsion spring 76 varies depending on the position where the waiting mechanism 48 is incorporated, the position where the clutch mechanism 49 can be formed also varies depending on the position where the waiting mechanism 48 is incorporated. For example, if a waiting mechanism 48 is incorporated between the drum cam 2 and the output shaft 46, the clutch mechanism 49 can be arranged at least in any position of the driving force transmission path on the motor 45 side of the output shaft 46.

(A) is explanatory drawing which shows the whole transfer switching device, (b) is an expanded view of the drum cam outer peripheral surface which shows a switching pattern. It is sectional drawing of the shift actuator cut | disconnected along the axis | shaft. It is an internal front view of a shift actuator. (A) is sectional drawing of the clutch mechanism at the time of normal driving | operation, (b) is sectional drawing of the clutch mechanism at the time of a lock | rock. (A) is explanatory drawing which shows control of the shift actuator by ECU, (b) is the gear engagement state in a transfer part, the displacement state of the driving force transmission element before a torsion spring, and the driving force transmission element after a torsion spring It is explanatory drawing which shows the relationship of a displacement state.

Explanation of symbols

1 Shift actuator 18 Input shaft (gear)
19 Output shaft (gear)
23 Sleeve gear (gear)
27 Spur gear (gear)
31 Sleeve gear (gear)
35 Sleeve gear
42 Planetary gear
45 Electric motor 46 Output shaft (driving force transmission element)
49 Clutch mechanism
52 ECU (shift actuator controller)
53 Gear wheel (driving force transmission element)
54 Input shaft (driving force transmission element)
56 Motor output shaft (driving force transmission element)
58 Electric motor pinion (driving force transmission element)
62 Gear wheel (driving force transmission element)
64 Gear pinion (driving force transmission element)
68 Gear wheel (driving force transmission element)
70 Gear pinion (driving force transmission element)
75 Input side member (driving force transmission element)
76 Torsion spring (driving force transmission element, spring)
77 Output side member (driving force transmission element)
79 Shaft (drive force transmission element)
80 Lever (driving force transmission element)
84 Clutch inner (driving force transmission element)
86 Arm drive (driving force transmission element)
89 First detection means 90 Second detection means

Claims (3)

In a shift actuator that outputs a driving force for switching between a gear engagement state at a high speed stage and a gear engagement state at a low speed stage,
An electric motor that generates a driving force;
An output shaft that transmits the driving force to the outside;
A plurality of driving force transmission elements forming a driving force transmission path for transmitting the driving force generated by the electric motor to the output shaft;
A spring that is arranged at any position of the driving force transmission path and temporarily stores a driving force when switching between the gear engagement state of the high speed stage and the gear engagement state of the low speed stage occurs;
First detecting means for detecting a displacement state of a driving force transmitting element disposed on the electric motor side from the spring;
A shift actuator comprising: second detection means for detecting a displacement state of a driving force transmission element disposed on the output shaft side with respect to the spring. The shift actuator according to claim 1, wherein
A shift actuator comprising a clutch mechanism that allows transmission of a driving force only in a direction from the electric motor toward the spring, in the driving force transmission path on the electric motor side of the spring. A shift actuator control device for controlling the shift actuator according to claim 1,
Switching between the gear engagement state at the high speed stage and the gear engagement state at the low speed stage is completed through three stages: release of the gear engagement state of the switching source, formation of the neutral and gear engagement state of the switching destination. ,
When it is determined that the switching-source gear engagement state is released, the energization to the motor is controlled so as to form the switching-source gear engagement state,
A shift actuator control that controls energization of the electric motor so as to form the switching gear engagement state when it is determined that the switching gear engagement state is established. apparatus.

Images