JP2011117561A - Shift switching device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift switching device for a vehicle capable of reducing in size while achieving high-speed switching when shifting to P as well as ensuring a torque when removing P. <P>SOLUTION: The shift switching device for a vehicle is provided with a drive force switching mechanism 100 having a first transmission 108 which transmits drive force from an actuator 14 to a shaft member 50 during the forward rotation corresponding to a direction of shifting a detent member 52 from a non-parking position to a parking position and having a second transmission 110 which transmits the drive force from the actuator 14 to the shaft member 50 during backward rotation corresponding to a direction of removing the detent member 52 from the parking position to the non-parking position, whose gear ratio is larger than that of the first transmission 108. Accordingly, even when using the relatively small type actuator 14, high-speed rotation of the detent member 52 is achieved when shifting to P, while the torque for rotating the detent member 52 can be ensured when removing P. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle shift switching device that switches a shift range of a vehicle via a predetermined actuator, and more particularly, to an improvement for realizing downsizing of the device.

  As an example of a vehicle shift switching device that switches a shift range of a transmission mounted on a vehicle, one that switches a shift range of the transmission by electrical control is known. In such a technique, for example, a detent member is rotated around a predetermined axis by an actuator such as a motor in accordance with an operation of a shift lever by a driver, and a parking range and a non-parking range are set according to the rotation of the detent member. The shift range switching operation of the transmission including the shift switching is executed.

  By the way, in the shift switching device that switches the shift range of the transmission by electrical control as described above, a relatively large torque is applied to rotate the detent member when P is removed, that is, when the parking position is switched to the non-parking position. On the other hand, when P is entered, that is, when switching from the non-parking position to the parking position, it is required to rotate the detent member relatively quickly to realize quick switching. In order to achieve both, it is necessary to increase the output torque related to the driving of the detent member and increase the rotation speed. To realize these, the motor as the driving force source is enlarged and decelerated. There were problems such as deterioration of mountability and increased cost due to the increase in size of the device, such as the reduction gear ratio of the device being high geared.

  As a technique for solving the above problems, a shift-by-wire range switching device of Patent Document 1 has been proposed. In this technology, in the shift-by-wire range switching device, the pitch circle of the speed reducer provided in the actuator is formed in an elliptical shape. Therefore, even when a relatively small actuator is used, The reduction ratio can be made larger than the reduction ratio at the time of entering P, and the torque for rotating the detent member at the time of P removal is ensured, while the detent member can be quickly turned at the time of entering P. It can be realized.

JP 2008-151210 A

  However, in the reduction gear using a non-circular gear as in the prior art, the gear ratio width (maximum gear ratio / minimum gear ratio) that can be obtained by the non-circular gear is governed by the operating angle, so that it operates relatively. A vehicular shift switching device with a small angle has a detrimental effect that a large gear ratio width cannot be obtained. For this reason, if it is attempted to guarantee the torque at the time of P removal, the time required for entering the P becomes longer, and conversely, if the time required for the entry of P is reduced, the torque at the time of P removal cannot be guaranteed. The increase in size of the device was inevitable. For this reason, there has been a demand for the development of a vehicle shift switching device that guarantees torque at the time of P removal and enables miniaturization while realizing quick switching at the time of P entry.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to ensure torque at the time of P removal and enable miniaturization while realizing quick switching at the time of P entry. The object is to provide a vehicle shift switching device.

  In order to achieve such an object, the gist of the present invention is a vehicle shift switching device that switches a shift range of a vehicle by rotationally driving a shaft member connected to a detent member via a predetermined actuator. A first transmission that transmits a driving force from the actuator to the shaft member during forward rotation corresponding to a direction in which the detent member is moved from the non-parking position to the parking position, and the detent member from the parking position to the non-parking position. A driving force switching mechanism having a second transmission device having a gear ratio larger than that of the first transmission device, which transmits a driving force from the actuator to the shaft member at the time of negative rotation corresponding to the pulling direction; It is characterized by.

  In this case, the first transmission that transmits the driving force from the actuator to the shaft member during forward rotation corresponding to the direction in which the detent member is moved from the non-parking position to the parking position, and the detent member from the parking position. A driving force switching mechanism having a second transmission device having a gear ratio larger than that of the first transmission device, which transmits a driving force from the actuator to the shaft member at the time of negative rotation corresponding to a direction to pull out to a non-parking position. Even if a relatively small actuator is used, the first transmission can realize the quick rotation of the detent member when the P enters, while the second transmission The transmission can guarantee the torque for rotating the detent member when P is removed. . That is, it is possible to provide a vehicle shift switching device that guarantees the torque when P is removed and that can be downsized while realizing quick switching when P is entered.

  Here, preferably, the driving force switching mechanism is provided corresponding to each of the two gear pairs provided in the power transmission path between the actuator and the shaft member, each having a different gear ratio. It comprises a first one-way clutch that locks during forward rotation and a second one-way clutch that locks during negative rotation. In this way, the driving force switching mechanism having a practical configuration can ensure the torque when the P is removed and can reduce the size of the apparatus while realizing the rapid switching when the P is entered.

  Preferably, at least one of a power transmission path between the actuator and the driving force switching mechanism and a power transmission path between the driving force switching mechanism and the shaft member is provided with a reduction gear. In this way, it is possible to provide a vehicle shift switching device having a practical configuration that guarantees torque at the time of P removal and realizes quick switching at the time of P entry and enables downsizing of the device. .

It is a figure which illustrates the shift control system for controlling the shift change apparatus for vehicles of the present invention. It is a perspective view explaining the composition of the shift change device for vehicles which is one example of the present invention. It is a figure which expands and shows the detent member with which the shift switching apparatus for vehicles of FIG. 2 was equipped. FIG. 3 is a skeleton diagram illustrating an example of a configuration of a driving force switching mechanism provided in the vehicle shift switching device of FIG. 2. It is a figure which shows notionally the effect | action of the driving force switching mechanism of FIG. FIG. 5 is a diagram for explaining a state in which the output of the actuator is accelerated and transmitted to the shaft member by the first transmission device in the driving force switching mechanism of FIG. 4 when switching to P by the vehicle shift switching device of FIG. FIG. 5 is a diagram for explaining how the output of the actuator is decelerated and transmitted to the shaft member when the P shift switching is performed by the vehicle shift switching device of FIG. 2 by the second transmission device in the driving force switching mechanism of FIG. 4. FIG. 5 is a graph for explaining the downsizing of the apparatus by providing the driving force switching mechanism of FIG. Each is shown. It is a figure which illustrates the other detent member with which the shift switch apparatus for vehicles with which this invention is applied suitably is equipped.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a shift control system 10 for controlling a vehicle shift switching device according to the present invention. The shift control system 10 includes a parking control device (hereinafter referred to as “shift control device”) that controls switching of a vehicle shift range by a vehicle shift switching device (hereinafter simply referred to as a shift switching device) 16 according to an embodiment of the present invention via an actuator 14. , SBW-ECU) 12, encoder 18, vehicle control device 20 (hereinafter referred to as ECT-ECU) 20 for controlling the operation of drive device 22 including a transmission (not shown), display unit 24, meter 26, A vehicle power switch 28, a P switch 30 having an indicator 32 and an input unit 34, a shift switch 36, a battery 38, a battery voltage sensor 40, a gradient sensor 42, a weight sensor 44, and a towing switch 46. , And is configured. Here, the transmission included in the drive device 22 may be a stepped transmission or a continuously variable transmission.

  The SBW-ECU 12 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the shift, the shift switching device 16 shifts the vehicle shift range between a parking range (hereinafter referred to as P range) and a range other than the parking range (hereinafter referred to as non-P range) through the actuator 14. Perform switching control. That is, in the present embodiment, the SBW-ECU 12 functions as a switching control device. In addition, a predetermined instruction signal is output from the SBW-ECU 12 to the display unit 24, the meter 26, and the indicator 32, and a signal indicating the rotation state of the actuator 14 is transmitted from the battery voltage sensor 40 to the battery. The signal representing the voltage V of 38 is the signal representing the vehicle gradient φ from the gradient sensor 42, the signal representing the total vehicle weight W from the weight sensor 44, and whether the vehicle is towed from the truing switch 46. Each of the signals to be expressed is input to the SBW-ECU 12.

  The actuator 14 is preferably composed of an electric motor such as a switched reluctance motor (SRM), and drives the shift switching device 16 in accordance with an instruction signal supplied from the SBW-ECU 12. The encoder 18 is rotated integrally with the actuator 14 to detect the rotation state of the actuator 14 and supplies a signal representing the rotation state to the SBW-ECU 12, preferably , A-phase, B-phase, and Z-phase signals. The SBW-ECU 12 feedback-controls the rotational drive of the actuator 14 based on a signal representing the rotation state of the actuator 14 supplied from the encoder 18.

  The ECT-ECU 20 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance using the temporary storage function of the RAM. By doing so, drive control of the vehicle is performed via the drive device 22. In addition, a predetermined instruction signal is output from the SBW-ECU 12 to the display unit 24 and the meter 26, and a vehicle power on / off signal is output from the vehicle power switch 28 from the input unit 34 of the P switch 30. An instruction signal from a person is input to the SBW-ECU 12 as a signal from the shift switch 36. In addition, transmission and reception (exchange) of information including the above-described various signals can be performed between the SBW-ECU 12 and the ECT-ECU 20.

  The vehicle power switch 28 is a switch for switching on / off of the vehicle power. When the vehicle power switch 28 is operated by a driver or the like, an instruction signal corresponding to the operation is input to the ECT-ECU 20. For example, when the vehicle power switch 28 is turned on, power is supplied from the battery 38 and the shift control system 10 is activated.

  The P switch 30 is a switch for switching the shift range of the vehicle between the P range and the non-P range, and an indicator 32 for indicating the state of the P switch 30 to the driver and the like, And an input unit 34 for receiving an input operation. An instruction from the driver or the like input via the input unit 34 is input to the ECT-ECU 20 and to the SBW-ECU 12 via the ECT-ECU 20. Here, the input unit 34 may be a momentary switch or the like.

  The shift switch 36 is a switch that receives an operation for switching the shift range to a drive range (D), reverse range (R), neutral range (N), brake range (B), or the like. When the shift switch 36 is operated by a driver or the like, an instruction signal corresponding to the operation is input to the ECT-ECU 20.

  The battery 38 is a power supply device for supplying power to the shift control system 10, and is preferably a lead storage battery that generates a voltage of about 12.6 V at the maximum. The battery 38 is used as a power source for driving the actuator 14. The battery voltage sensor 40 detects the voltage (electromotive force) V generated by the battery 38 by detecting the terminal voltage of the battery 38, for example. A signal representing the voltage V of the battery 38 detected by the battery voltage sensor 40 is input to the SBW-ECU 12.

The road surface gradient sensor 52 is constituted by, for example, a G sensor or an inclinometer used at a vehicle speed of approximately zero, and detects a road surface inclination angle θ _ROAD or a gradient (inclination) φ (= tan θ _ROAD ). A signal indicating the road surface inclination angle θ _ROAD or the gradient φ detected by the road surface gradient sensor 52 is input to the SBW-ECU 12.

  The weight sensor 44 detects the total weight W of the vehicle via, for example, a displacement sensor that detects a bending deformation amount of a suspension device (not shown). Further, the number of occupants is determined from a seat switch or the like (not shown), the load weight is estimated based on the number of passengers, and the total weight W of the vehicle is calculated from the load weight, or the drive device 22 is illustrated. Consider the reduction ratio of the final reduction gear, the diameter of the drive wheels, power transmission efficiency, etc., based on the operating conditions of the engine and motor generator, etc., the gear stage (transmission ratio) of the transmission, and the vehicle speed change. A mode in which the vehicle weight is calculated according to a predetermined arithmetic expression, a map, or the like is also conceivable. A signal representing the total weight W of the vehicle detected by the weight sensor 44 is input to the SBW-ECU 12.

  The truing switch 46 is provided, for example, in a connecting portion with a towing target in the vehicle, and functions as a towing sensor that detects whether the towing target is connected to the connecting portion, that is, whether the vehicle is towing. Further, based on the weight of the vehicle detected by the weight sensor 44, the presence / absence of traction may be determined based on whether or not it is larger than a predetermined determination value. A signal indicating the presence or absence of traction detected by the truing switch 46 is input to the SBW-ECU 12.

  FIG. 2 is a perspective view illustrating the configuration of the shift switching device 16 according to the present embodiment, and FIG. 3 is an enlarged view of the detent member 52 provided in the shift switching device 16. As shown in FIG. 2, the shift switching device 16 includes a shaft member 50 that is rotationally driven by the actuator 14, a first concave valley portion 54 and a second concave portion 54 that are positioned at a parking lock position and a non-parking lock position. A detent provided with a cam surface 58 having a concave valley portion 56 (see FIG. 3) on the outer peripheral edge portion and fixed to a predetermined position of the shaft member 50 so as not to be relatively rotatable and rotatable about the axis. The member 52 is biased toward the cam surface 58 of the detent member 52 and is pressed against the cam surface 58 and is selectively engaged with the first concave valley portion 54 and the second concave valley portion 56. An engaging portion 62; a fixing portion 64 fixed to the fixing member 66 by a fastening tool 68 such as a bolt; and an engaging member 60 made of a long flat spring material provided at both ends. HaveHere, the main body of the actuator 14, the fixing member 66 and the like are fixed to the housing 70. The detent member 52 is also referred to as a detent plate, a parking lever, a detent lever, a moderation plate, or the like. The engagement member 60 is also referred to as a detent spring or the like.

  In the housing 70, a counter shaft (not shown) that constitutes a part of a power transmission path between an output shaft of a transmission (not shown) provided in the drive device 22 and a differential gear device is provided, A parking lock gear 72 is fixed to the end of the counter shaft. Further, a longitudinal (lever-like) parking lock pawl (engaging claw member) 76 that can be rotated between a parking lock position that engages with the outer peripheral teeth 74 of the parking lock gear 72 and a non-parking lock position is rotatable. Is provided. The parking lock pole 76 is supported by the housing 70 so that its base end portion can be rotated by a pin 78, and has an engagement tooth 80 for engaging with the outer peripheral tooth 74 at the center in the longitudinal direction. A sliding contact portion 82 that is slidably contacted with a parking lock cam 86, which will be described later, is provided at the tip portion, and toward a non-parking lock position, that is, a position where the outer peripheral teeth 74 and the engaging teeth 80 are not engaged with each other by a return spring not shown. Always energized.

  The parking lock cam 86 is fitted to a distal end portion of an L-shaped parking rod 84 whose base end portion is rotatably connected to the detent member 52 so as to be movable in the longitudinal direction. The parking lock cam 86 has a tapered cam surface 92, and the parking rod 84 has a coil-like shape that urges the parking lock cam 86 with a preload set in advance toward a tip stopper (not shown). The pressurizing spring 88 is interposed between a spring receiver 90 fixed at a predetermined position at the tip of the parking rod 84 and the parking lock cam 86. The leading end portion of the parking rod 84 configured as described above is supported so as to be movable in the longitudinal direction of the parking rod 84 (a direction perpendicular to the axial direction rotatably connected to the detent member 52). The parking lock cam 86 is slidably moved with respect to the sliding contact portion 82 of the parking lock pole 76.

  The engagement member 60 is preferably a longitudinal flat plate spring, and an engagement portion 62 provided at one end thereof is always attached to the cam surface 58 of the detent member 52 with a predetermined pressing force. It is pressed and is brought into pressure contact with the cam surface 58. The engaging portion 62 is a roller that is supported at the distal end portion of the engaging member 60 so as to be able to rotate around an axis parallel to the rotational axis of the detent member 52. The detent member 52 is positioned at the parking lock position when the engaging portion 62 falls into the first concave valley portion 54, and the detent member 52 is brought into the non-parking lock position by falling into the second concave valley portion 56. It is designed to be positioned.

  The actuator 14 is accommodated in a case 98 that is a non-rotating member provided integrally with the housing 70. Further, in the power transmission path between the output shaft 106 (see FIG. 4) of the actuator 14 and the shaft member 50 in the case 98, the gear ratio (= input rotation) is determined according to the rotation output direction of the actuator 14, respectively. There is provided a driving force switching mechanism 100 that is a mechanical transmission that selectively establishes two shift states having different rotational speeds of the output shaft 106 that is a member / the rotational speed of the shaft member 50 that is an output rotating member. The output of the actuator 14 is transmitted to the shaft member 50 via the driving force switching mechanism 100.

  FIG. 4 is a skeleton diagram for explaining an example of the configuration of the driving force switching mechanism 100. As shown in FIG. 4, the driving force switching mechanism 100 of the present embodiment includes a first gear pair 102 and a second gear provided in the power transmission path between the actuator 14 and the shaft member 50 and having different gear ratios. 104 and the first one-way clutch OWC1 which is locked during forward rotation of the actuator 14 provided corresponding to each gear pair 102 and 104 (does not inhibit rotation during negative rotation) and locked during negative rotation (when forward rotation) And a second one-way clutch OWC2 that does not inhibit rotation. The output shaft 106 of the actuator 14 is connected to the large-diameter gear 102a of the first gear pair 102 via the first one-way clutch OWC1 and to the small-diameter gear 104a of the second gear pair 104. Has been. The shaft member 50 is connected to the small-diameter gear 102b of the first gear pair 102 via the reduction gear 120, and the second gear via the reduction gear 120 and the second one-way clutch OWC2. The gear pair 104 is connected to the large-diameter gear 104b. That is, the first gear pair 102 accelerates the rotation of the output shaft 106 of the actuator 14 and transmits the rotation to the shaft member 50, and the second gear pair 104 When the output shaft 106 of the actuator 14 is negatively rotated, the rotation thereof is decelerated and transmitted to the shaft member 50.

  The reduction gear 120 is connected to the output of the driving force switching mechanism 100, that is, the small diameter gear 102b of the first gear pair 102 and the large diameter gear 104b of the second gear pair 104 via the second one-way clutch OWC2. A mechanical reduction mechanism that reduces the rotation of the rotation shaft 122 and transmits the rotation to the shaft member 50, the small-diameter gear 124 coupled to be rotated integrally with the rotation shaft 122, and the shaft member 50. And a large-diameter gear 126 connected so as to be rotated integrally with the gear, and has a gear ratio (reduction ratio) of about 100, for example. The reduction gear 120 may be provided in a power transmission path between the actuator 14 and the driving force switching mechanism 100.

  Here, in the shift switching device 16, the detent member 52 fixed to the shaft member 50 is moved to a non-parking position (non-parking position) by the rotation of the shaft member 50 corresponding to the normal rotation (forward rotation) of the actuator 14. It is rotated in the direction to enter the parking position (parking lock position) from the lock position. That is, the engaging position of the engaging portion 62 of the engaging member 60 is rotated in a direction to be switched from the second concave valley portion 56 to the first concave valley portion 54 shown in FIG. Further, due to the rotation of the shaft member 50 corresponding to the negative rotation (negative rotation) of the actuator 14, the detent member 52 fixed to the shaft member 50 is moved from the parking position (parking lock position) to the non-parking position (non-parking lock). It is rotated in the direction to pull out to (position). That is, the engagement position of the engagement portion 62 of the engagement member 60 is rotated in a direction in which the engagement position is switched from the first concave valley portion 54 to the second concave valley portion 56 shown in FIG.

  FIG. 5 is a diagram conceptually showing the operation of the driving force switching mechanism 100. 5 to 7 used in the following description, the configuration of the reduction gear 120 and the like is omitted from the above configuration for convenience. As shown in FIG. 5, in the driving force switching mechanism 100 of the present embodiment, the detent member 52 is moved from the non-parking position to the parking position by the first gear pair 102 and the first one-way clutch OWC1. A first transmission 108 is configured to transmit a driving force from the actuator 14 to the shaft member 50 during the corresponding forward rotation (during driving with P). Further, the second gear pair 104 and the second one-way clutch OWC2 are used to rotate the detent member 52 from the actuator 14 during negative rotation corresponding to the direction in which the detent member 52 is pulled from the parking position to the non-parking position. A second transmission 110 that transmits a driving force to the member 50 and has a gear ratio (transmission ratio) larger than that of the first transmission 108 is configured. In this embodiment, the transmission ratio of either the first transmission 108 or the second transmission 110 may be 1. Even in such a case, the effect of the present invention to be described later can be obtained by adopting a configuration in which the gear ratio of the second transmission 110 is larger than the gear ratio of the first transmission 108.

  In the driving force switching mechanism 100 configured as described above, when the SBW-ECU 12 determines to switch from the non-P range to the P range, for example, when the P switch 30 is pressed, the SBW-ECU 12 In response to the command, the actuator 14 is driven in the forward rotation direction. Thereby, the detent member 52 is rotated in a direction in which the engaging position of the engaging portion 62 of the engaging member 60 is switched from the second concave valley portion 56 to the first concave valley portion 54. In this case, as shown in FIG. 6, the output of the actuator 14 is transmitted to the shaft member 50 via the first transmission 108. As described above, the first transmission 108 accelerates the rotation (forward rotation) of the output shaft 106 of the actuator 14 by the first gear pair 102 and transmits it to the shaft member 50. Therefore, when P is entered, that is, when switching from the non-parking position to the parking position, the detent member 52 can be rotated relatively quickly to achieve quick switching.

  On the other hand, when the SBW-ECU 12 determines to switch from the P range to the non-P range, for example, when the shift switch 36 is pressed, the actuator 14 moves in the negative direction in response to a command from the SBW-ECU 12. Driven. Thereby, the detent member 52 is rotated in a direction in which the engaging position of the engaging portion 62 of the engaging member 60 is switched from the first concave valley portion 54 to the second concave valley portion 56. In this case, as shown in FIG. 7, the output of the actuator 14 is transmitted to the shaft member 50 via the second transmission 110. As described above, the second transmission device 110 decelerates the rotation (negative rotation) of the output shaft 106 of the actuator 14 by the second gear pair 104 and transmits it to the shaft member 50. When the P is removed, that is, when the detent member 52 is turned from the parking position to the non-parking position, a relatively large torque can be guaranteed. In particular, when starting the P removal on a slope, a large torque is required for the P removal drive of the detent member 52, which is effective.

  FIG. 8 is a graph for explaining the downsizing of the apparatus by providing the driving force switching mechanism 100. Reference torque characteristics (torque characteristics when the gear ratio between the actuator 14 and the shaft member 50 is 1) ) Is indicated by a solid line, a torque characteristic when P is removed (at the time of negative rotation) by a one-dot chain line, and a torque characteristic when P is entered (at the time of forward rotation) by a two-dot chain line. For comparison, a torque characteristic required when the driving force switching mechanism 100 is not provided is indicated by a broken line. As shown in FIG. 8, in the shift switching device 16 provided with the driving force switching mechanism 100 of the present embodiment, even when the actuator 14 is downsized to have a reference torque characteristic as indicated by a solid line, When P is removed, a torque characteristic as indicated by a one-dot chain line is established by the second transmission 110, and a relatively high torque for rotating the detent member 52 can be realized. A torque characteristic as indicated by a two-dot chain line is established by the transmission 108, and the detent member 52 can be rotated relatively quickly. That is, even when a small actuator having a torque characteristic as shown by a solid line is used as an alternative to a conventional large actuator having a torque characteristic as shown by a broken line, the torque at the time of P removal is guaranteed and P It is possible to realize quick switching at the time of entering.

  Thus, according to the present embodiment, the first transmission 108 that transmits the driving force from the actuator 14 to the shaft member 50 during forward rotation corresponding to the direction in which the detent member 52 is put from the non-parking position to the parking position. And a gear ratio larger than that of the first transmission 108 that transmits the driving force from the actuator 14 to the shaft member 50 during negative rotation corresponding to the direction in which the detent member 52 is pulled from the parking position to the non-parking position. 2 is provided with the driving force switching mechanism 100, so that even when a relatively small actuator 14 is used, the first transmission 108 is used when P is entered. While the detent member 52 can be quickly rotated, the second transmission 110 can The detent member 52 when P vent can ensure a torque for rotating. In other words, it is possible to provide the shift switching device 16 that guarantees the torque at the time of P removal and realizes quick switching at the time of P entry and enables downsizing.

  The driving force switching mechanism 100 corresponds to two sets of gear pairs 102 and 104 having different gear ratios provided in the power transmission path between the actuator 14 and the shaft member 50, and the gear pairs 102 and 104, respectively. The first one-way clutch OWC1 that is locked at the time of forward rotation and the second one-way clutch OWC2 that is locked at the time of negative rotation are provided by the driving force switching mechanism 100 having a practical configuration. It is possible to reduce the size of the apparatus while assuring the torque at the time of removal and realizing the quick switching at the time of entering P.

  Further, at least one of the power transmission path between the actuator 14 and the driving force switching mechanism 100 and the power transmission path between the driving force switching mechanism 100 and the shaft member 50 is provided with a reduction gear 120. Therefore, it is possible to provide the vehicle shift switching device 16 having a practical configuration that guarantees the torque at the time of P removal and realizes quick switching at the time of P entry, and enables downsizing of the device.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the detent member 52 applied to the shift switching device 16 includes the first concave valley portion 54 and the second concave valley portion 56 for positioning at the parking lock position and the non-parking lock position. For example, as shown in FIG. 9, there are three or more corresponding to the well-known P position, R position, N position, D position, and 2 position. A detent member 52 ′ having a cam surface 58 provided with a concave valley portion (five in FIG. 9) in order at the outer peripheral edge portion may be applied to the shift switching device 16. That is, the cam surface having the first concave valley portion and the second concave valley portion for positioning at the parking lock position and the non-parking lock position is provided at the outer peripheral edge portion and can be rotated around the axis of the shaft member 50. If it is a detent member provided in, the form will not be ask | required.

  Further, in the above-described embodiment, the rotation selectively engaged in the first concave valley portion 54 and the second concave valley portion 56 so as to position the detent member 52 to the parking lock position and the non-parking lock position. The engaging portion 62 that is an engaging roller that is supported is used. However, the engaging portion 62 does not necessarily have to be an engaging roller and can be engaged in the first concave valley portion 54 and the second concave valley portion 56. A member provided with a convex protrusion may be used.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

14: Actuator 16: Vehicle shift switching device 50: Shaft member 52, 52 ': Detent member 98: Case (non-rotating member)
100: driving force switching mechanism 102: first gear pair 104: second gear pair 108: first transmission 110: second transmission 120: reduction gear OWC1: first one-way clutch OWC2: second One way clutch

Claims (3)

A vehicle shift switching device that switches a shift range of a vehicle by rotationally driving a shaft member connected to a detent member via a predetermined actuator,
A first transmission that transmits driving force from the actuator to the shaft member during forward rotation corresponding to a direction in which the detent member is moved from a non-parking position to a parking position;
A second transmission device having a gear ratio larger than that of the first transmission device, which transmits a driving force from the actuator to the shaft member at the time of negative rotation corresponding to a direction in which the detent member is pulled from the parking position to the non-parking position. A vehicle shift switching device comprising a driving force switching mechanism. The driving force switching mechanism is
Two sets of gear pairs each having a different gear ratio provided in a power transmission path between the actuator and the shaft member;
2. The vehicle shift switching device according to claim 1, comprising: a first one-way clutch that locks at the time of forward rotation and a second one-way clutch that locks at the time of negative rotation, which are provided corresponding to each gear pair. .   The vehicle according to claim 2, wherein a speed reduction device is provided in at least one of a power transmission path between the actuator and the driving force switching mechanism and a power transmission path between the driving force switching mechanism and the shaft member. Shift switching device.

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