JP6108885B2 - Shifting device for automatic transmission - Google Patents

Description

  The present invention relates to a shift operation device for an automatic transmission used in a vehicle.

  2. Description of the Related Art Conventionally, several automatic transmissions based on gear-type manual transmissions, which are considered to have good power transmission efficiency, have been proposed as automatic transmissions for vehicles such as automobiles. For example, as shown in Patent Document 1, a shift operation device for an automatic transmission that drives a gear transmission mechanism by a motor and operates a sleeve of a shift clutch engaged with a shift fork to switch the gear stage has been proposed.

  As shown in FIG. 1, a shift operation device disclosed in Patent Document 1 includes a selection drive motor (slide drive motor) that is a drive source (slide actuator) of a slide mechanism, and a drive source (rotation actuator) of a rotation mechanism. ) Which is a shift drive motor (rotation drive motor). The transmission main shaft includes a circumferential rack at the top (in the drawing), a spline driving gear and a spline that is slidably fitted in the axial direction at the center, and a lever below. When the main shaft for shifting is slid by driving of the selection drive motor, one of the gates of the shift fork and its lever are selectively engaged. Then, in the engaged state, the shift drive motor rotates the rotation pinion, the rotation pinion as the bevel gear, the driven gear as the bevel gear, the first intermediate drive gear, the first intermediate driven gear, and the second intermediate The rotational force is sequentially transmitted to the drive gear, the transmission main shaft drive gear, and the transmission main shaft to rotate and drive each shift fork to switch each gear stage.

JP 2002-139145 A (see FIG. 1)

  However, the shift operation device disclosed in Patent Document 1 requires two motors, a shift drive motor and a select drive motor, and various control equipment such as an ECU, a driver, and a sensor associated with the two motors. Is required, resulting in an increase in the number of parts of the shift operation device. In addition, with the increase in the number of parts of such a shift operation device, the manufacturing cost of the shift operation device increases, the mountability of the shift operation device on the vehicle deteriorates, and the weight of the vehicle increases. There was a problem.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a shift operation device for an automatic transmission that can suppress an increase in the number of parts.

  The invention according to claim 1, which has been made to solve the above-described problem, is a shift operation device that operates a selection mechanism of an automatic transmission mounted on a vehicle, and is rotatable relative to the main body and the main body. And a rotary member attached to the main body so as to be movable in the axial direction and provided with a recognition portion on an outer peripheral surface, a shift pin attached to the rotary member, and a rotary pin attached to the main body so as to be rotatable. A shift member having an engaging shift groove formed on the outer peripheral surface, and is attached to the main body so as to be movable in the axial direction, and is configured to be able to be engaged with and disengaged from the rotating member. By the movement of the rotating member in the axial direction, A plurality of transmission members that move in the axial direction to operate the selection mechanism, a single motor that rotates the shift member forward and backward, and the rotation member of the shift member A first one-way clutch that restricts rotation only in the forward rotation direction, a second one-way clutch that restricts rotation only in the reverse rotation direction of the rotating member with respect to the main body, and a rotation angle of the motor or a rotation angle of the shift member. A first detection unit to detect, a second detection unit to detect the recognition unit as the rotary member rotates forward, and a rotation angle of the motor or a rotation angle of the shift member detected by the first detection unit A rotation member rotation angle calculation unit that calculates a rotation angle of the rotation member based on the rotation angle of the motor detected by the first detection unit when the rotation member is rotated forward Alternatively, based on the rotation angle of the shift member and the recognition unit detected by the second detection unit, the rotation angle of the rotation member calculated by the rotation member rotation angle calculation unit A calibration unit for calibrating the les.

The invention according to claim 2 is the invention according to claim 1, wherein the recognition unit includes a plurality of standard recognition units provided on the outer peripheral surface of the rotating member at a constant angle in the circumferential direction, and the standard recognition unit. Adjacently provided on the outer peripheral surface of the rotating member, the circumferential width of the standard recognition unit is different from the standard recognition unit, or the circumferential separation angle of the standard recognition unit is the circumferential separation angle of the standard recognition units And the singularity recognition unit detected by the second detection unit and the rotation angle of the motor or the rotation angle of the shift member detected by the first detection unit. And a rotation angle of the rotating member is recognized based on the standard recognition unit adjacent to the specific recognition unit.

The invention according to claim 3 is the invention according to 請 Motomeko 2, wherein the specific recognition unit, the in disengaged position which is the rotational position where the rotary member is not engaged in any of the shift member first It is provided on the rotating member at a position detected by the two detectors.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, further comprising a stop detection unit that detects the stop of the vehicle, wherein the calibration unit includes the stop detection unit. When the stop of the vehicle is detected, the rotating member is rotated forward by the motor, and the rotating member is based on detection results from the first detecting unit and the second detecting unit accompanying the rotation of the rotating member. Correct the deviation of the rotation angle.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to third aspects, the calibrating unit is configured such that when the rotating member is rotated forward with the execution of the shift by the automatic transmission. Further, based on the detection results from the first detection unit and the second detection unit accompanying the forward rotation of the rotation member, the rotational angle deviation of the rotation member is calibrated.

  According to the first aspect of the present invention, the single motor causes the shift member and the rotation member to rotate integrally by rotating the shift member in the forward direction, so that the rotation member is one of the plurality of transmission members. And a select operation for selecting one of the plurality of transmission members. A single motor reversely rotates the shift member, thereby rotating the rotation member and the shift member relative to each other, moving the rotation member in the axial direction, and moving the selected transmission member in the axial direction. I do. As described above, since both the selection operation and the shift operation can be performed by a single motor, it is possible to provide a shift operation device for an automatic transmission that can suppress an increase in the number of parts.

  According to the first aspect of the present invention, the calibration unit detects the rotation angle of the shift member or the rotation angle of the motor detected by the first detection unit and the second detection when the rotation member is rotated forward. Based on the recognition unit detected by the unit, the rotational angle deviation of the rotation member calculated by the rotation member rotation angle calculation unit is calibrated.

  In this way, since the deviation of the rotation angle of the rotation member calculated by the rotation member rotation angle calculation unit is calibrated, the first detection unit can detect the rotation member without using a detection unit for detecting the rotation angle of the rotation member. The rotation angle can be detected with high accuracy. For this reason, the detection part which detects the rotation angle of a rotation member becomes unnecessary, and the increase in the number of parts of a shift operation apparatus can further be suppressed.

According to the invention of claim 2, in the invention of claim 1, the recognition unit is composed of a standard recognition unit and a specific recognition unit. A plurality of standard recognition units are provided on the outer peripheral surface of the rotating member at a constant angle in the circumferential direction. The singular recognition unit is provided on the outer peripheral surface of the rotating member adjacent to the standard recognition unit, and the width width in the circumferential direction is different from that of the standard recognition unit, or the circumferential separation angle between the standard recognition unit is different between the standard recognition units. Different from the circumferential separation angle. The calibration unit is based on the rotation angle of the motor or the rotation angle of the shift member detected by the first detection unit, the specific recognition unit detected by the second detection unit, and the standard recognition unit adjacent to the specific recognition unit. Recognizes the rotation angle of the rotating member.

  As described above, since the unique recognition unit different from the standard recognition unit is provided on the outer peripheral surface of the rotation member, the second rotation unit can be rotated by rotating the rotation member before the shift operation device is shipped or after the shift operation device is disassembled. The detection unit can recognize a unique recognition unit different from the standard recognition unit. For this reason, the initial position of the rotating member can be recognized.

According to the invention of claim 3, the singular recognition unit is a rotation member at a position detected by the second detection unit at a non-engagement position that is a rotation position where the rotation member is not engaged with any shift member. Is provided. Accordingly, when the non-engagement position is set to a position adjacent to the selection position where the first speed is selected, the frequency at which the recognition unit is detected by the second detection unit is high because the first speed is formed by stopping. Becomes higher. For this reason, calibration of the rotation angle of the rotating member is executed at a higher frequency.

  According to the invention which concerns on Claim 4, when a vehicle stops, a calibration part makes a rotation member rotate normally with a motor, and the detection result from the 1st detection part and 2nd detection part accompanying rotation of the said rotation member Based on the above, the deviation of the rotation angle of the rotating member is calibrated. Thereby, the driver | operator can correct | amend the shift | offset | difference of the rotation angle of a rotation member, without feeling uncomfortable. In other words, if the rotational angle deviation is calibrated by rotating the rotating member excessively during shifting, the completion of the shifting is delayed and the driver feels uncomfortable, but the rotational angle deviation of the rotating member is calibrated while stopping. The driver doesn't feel strange.

  According to a fifth aspect of the present invention, when the rotation member is rotated forward in accordance with the execution of the shift by the automatic transmission, the calibration unit receives the first detection unit and the second detection unit accompanying the forward rotation of the rotation member. Based on the detection result, the deviation of the rotation angle of the rotating member is calibrated. Accordingly, the rotation angle of the rotating member is calibrated with the execution of the shift without rotating the rotating member.

It is a skeleton figure of an automatic transmission provided with the shift operation device of this embodiment, and a vehicle carrying the automatic transmission. It is an axial sectional view of a selection mechanism. It is a perspective view of the shift operation apparatus of this embodiment. (A) It is a top view of the shift operation apparatus of this embodiment. (B) It is an A arrow view of (A), and is a side view of the shift operation device of this embodiment. It is BB sectional drawing of (B) of FIG. (A) It is DD sectional drawing of FIG. (B) It is CC sectional drawing of FIG. It is a front view of a shift member and a shaft. It is a perspective view of a rotating member and an engaged part. It is explanatory drawing which showed the engagement state of the rotating member engaging part and the to-be-engaged part of a shift fork member. It is a flowchart of the shift control which is a control program performed by AMT-ECU of FIG. It is a conceptual diagram showing the relationship between the position of each shift fork and a gear position. It is sectional drawing of the shift operation apparatus of another embodiment. It is explanatory drawing showing the relationship between the rotation angle of a selection member, and the rotation angle of a rotation member. It is an expanded shape figure of the shift groove | channel of a shift member. It is CC sectional drawing of FIG. 5 in execution of the 1st one-way clutch control start position detection process. FIG. 5 is an E view of FIG. 4, and is an explanatory diagram illustrating a formation position of a recognition unit on a rotating member. It is a flowchart of the rotation member rotation angle calibration process of 1st embodiment. It is a flowchart of the rotation member rotation angle calibration process of 2nd embodiment. It is explanatory drawing which shows the outline | summary of the rotation member rotation angle calibration process of 2nd embodiment. It is explanatory drawing showing the relationship between the position of the recognition part based on the detection signal of a 1st detection part, and the detection signal of a 2nd detection part. It is a flowchart of the rotation member rotation angle calibration process of 3rd embodiment. It is a flowchart of the rotation member rotation angle calibration process of 4th embodiment. It is explanatory drawing showing the specific recognition part of another embodiment, and is E view of FIG. It is explanatory drawing showing the specific recognition part of another embodiment, and is E view of FIG.

(Vehicle equipped with the shift operation device of the present embodiment)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram of an automatic transmission equipped with the shift operation device of the present embodiment and a vehicle 1000 equipped with the automatic transmission. As shown in FIG. 1, a vehicle 1000 includes an engine EG, a clutch C, an automated manual transmission AMT (hereinafter abbreviated as AMT), a differential DF, and driving wheels Wl and Wr.

  The engine EG is a gasoline engine, a diesel engine, or the like that uses a hydrocarbon fuel such as gasoline or light oil, and outputs rotational torque. The rotational torque output from engine EG is transmitted to drive shaft EG-1.

(clutch)
The clutch C is provided between the drive shaft EG-1 and the input shaft 131 of the AMT, connects and disconnects the drive shaft EG-1 and the input shaft 131, and transmits between the drive shaft EG-1 and the input shaft 131. Any type of clutch with electronic control of torque. In the present embodiment, the clutch C is a dry single-plate normally closed clutch, and includes a flywheel 121, a clutch disk 122, a clutch cover 123, a pressure plate 124, and a diaphragm spring 125. The flywheel 121 is a disk having a predetermined mass, is connected to the drive shaft EG-1, and rotates integrally with the drive shaft EG-1. The clutch disk 122 has a disk shape with a friction member 122a provided on the outer edge thereof, and faces the flywheel 121 so as to be detachable. The clutch disk 122 is connected to the input shaft 131 and rotates integrally with the input shaft 131.

  The clutch cover 123 is connected to the outer edge of the flywheel 121 and is provided radially inward from the cylindrical portion 123a provided on the outer peripheral side of the clutch disc 122 and the end of the cylindrical portion 123a opposite to the connection portion with the flywheel 121. It is comprised from the extended annular plate-shaped side peripheral wall 123b. The pressure plate 124 has an annular plate shape and is disposed so as to face the clutch disk 122 on the opposite side to the face facing the flywheel 121 so as to be able to be separated from and attached to the pressure plate 124.

  The diaphragm spring 125 is a kind of so-called disc spring, and a diaphragm that is inclined in the thickness direction is formed. The intermediate portion of the diaphragm spring 125 in the radial direction is in contact with the inner edge of the side peripheral wall 123 b of the clutch cover 123, and the outer edge of the diaphragm spring 125 is in contact with the pressure plate 124. The diaphragm spring 125 presses the clutch disc 122 against the flywheel 121 via the pressure plate 124. In this state, the friction member 122 a of the clutch disk 122 is pressed by the flywheel 121 and the pressure plate 124, and the clutch disk 122 and the flywheel 121 rotate integrally by the frictional force between the friction member 122 a, the flywheel 121, and the pressure plate 124. Then, the drive shaft EG-1 and the input shaft 131 are connected.

  The clutch actuator 129 is driven and controlled by the AMT-ECU 113, and presses or releases the inner edge of the diaphragm spring 125 toward the flywheel 121, thereby making the transmission torque of the clutch C variable. The clutch actuator 129 includes an electric type and a hydraulic type. When the clutch actuator 129 presses the inner edge of the diaphragm spring 125 toward the flywheel 121, the diaphragm spring 125 is deformed and the outer edge of the diaphragm spring 125 is deformed in a direction away from the flywheel 121. Then, due to the deformation of the diaphragm spring 125, the pressing force with which the flywheel 121 and the pressure plate 124 press the clutch disc 122 is gradually reduced, and the transmission torque between the clutch disc 122 and the flywheel 121 is also gradually reduced. The shaft EG-1 and the input shaft 131 are cut. As described above, the AMT-ECU 113 arbitrarily varies the transmission torque between the clutch disk 122 and the flywheel 121 by driving the clutch actuator 129.

(Automated manual transmission)
The AMT is a gear mechanism type automatic transmission that shifts the rotational torque from the engine EG at a gear ratio of a plurality of gears and outputs it to the differential DF. Further, the AMT of the present embodiment is a synchromesh automatic transmission having a synchromesh mechanism described later. The AMT includes an AMT-ECU 113, an input shaft 131, an output shaft 132, a first drive gear 141, a second drive gear 142, a third drive gear 143, a fourth drive gear 144, a fifth drive gear 145, a reverse drive gear 146, First driven gear 151, second driven gear 152, third driven gear 153, fourth driven gear 154, fifth driven gear 155, reverse driven gear 156, output gear 157, reverse idler gear 161, first selection mechanism 100, second selection mechanism 200, A third selection mechanism 300 and an output shaft rotation speed sensor 199 are included.

  The input shaft 131 is a shaft to which rotational torque from the engine EG is input, and rotates integrally with the clutch disk 122 of the clutch C. The output shaft 132 is a shaft that outputs the rotational torque input to the AMT to the differential DF, and is disposed in parallel with the input shaft 131. The input shaft 131 and the output shaft 132 are rotatably supported by an AMT housing (not shown).

  The first drive gear 141 and the second drive gear 142 are fixed gears fixed to the input shaft 131 so as not to rotate relative to each other. The third drive gear 143, the fourth drive gear 144, the fifth drive gear 145, and the reverse drive gear 146 are idle gears provided on the input shaft 131 so as to be rotatable relative to the input shaft 131.

  The first driven gear 151 and the second driven gear 152 are idle gears attached to the output shaft 132 so as to be capable of relative rotation (free rotation). The third driven gear 153, the fourth driven gear 154, the fifth driven gear 155, the reverse driven gear 156, and the output gear 157 are fixed gears fixed to the output shaft 132 so as not to be relatively rotatable.

  The first drive gear 141 and the first driven gear 151 are gears that mesh with each other and constitute a first gear. The second drive gear 142 and the second driven gear 152 are gears that mesh with each other and constitute a second gear. The third drive gear 143 and the third driven gear 153 are gears that mesh with each other and constitute a third gear. The fourth drive gear 144 and the fourth driven gear 154 are gears that mesh with each other and constitute a fourth speed stage. The fifth drive gear 145 and the fifth driven gear 155 are gears that mesh with each other and constitute a fifth gear.

  The gear diameter increases in the order of the first drive gear 141, the second drive gear 142, the third drive gear 143, the fourth drive gear 144, and the fifth drive gear 145. The first driven gear 151, the second driven gear 152, the third driven gear 153, the fourth driven gear 154, and the fifth driven gear 155 have smaller gear diameters in this order.

  The reverse idler gear 161 is disposed between the reverse drive gear 146 and the reverse driven gear 156 and meshes with the reverse drive gear 146 and the reverse driven gear 156. The reverse idler gear 161, the reverse drive gear 146, and the reverse driven gear 156 are reverse gears.

  The output gear 157 meshes with the ring gear DF-1 of the differential DF, and outputs the rotational torque input to the output shaft 132 to the differential DF.

  An output shaft rotation speed sensor 199 that detects the rotation speed of the output shaft 132 and outputs the detection signal to the AMT-ECU 113 is provided in the vicinity of the output shaft 132.

(Selection mechanism)
[First selection mechanism]
The first selection mechanism 100 selects the first driven gear 151 or the second driven gear 152 and connects it to the output shaft 132 so as not to be relatively rotatable. As shown in FIGS. 1 and 2, the first selection mechanism 100 includes a first clutch hub H1, a first speed engagement member E1, a second speed engagement member E2, a first synchronizer ring R1, a second It consists of a synchronizer ring R2 and a first sleeve S1. The first clutch hub H1 is spline-fixed to the output shaft 132 between the first driven gear 151 and the second driven gear 152 in the axial direction. The first speed engagement member E1 and the second speed engagement member E2 are members fixed to the first driven gear 151 and the second driven gear 152, for example, by press fitting. The first synchronizer ring R1 is interposed between the first clutch hub H1 and the first speed engagement member E1, and the second synchronizer ring R2 is interposed between the first clutch hub H1 and the second speed engagement member E2. Is done. The first sleeve S1 is spline engaged with the outer periphery of the first clutch hub H1 so as to be axially movable.

  The first selection mechanism 100 enables the engagement of one of the first driven gear 151 and the second driven gear 152 with the output shaft 132, and both the first driven gear 151 and the second driven gear 152 with respect to the output shaft 132. Thus, a known synchromesh mechanism that can be released is configured.

  The first sleeve S1 of the first selection mechanism 100 is not engaged with either the first speed engagement member E1 or the second speed engagement member E2 in the “neutral position” shown in FIG. An annular first engagement groove S1-1 is formed on the outer periphery of the first sleeve S1. A first shift fork F1 (shown in FIG. 3) is engaged with the first engagement groove S1-1.

  When the first sleeve S1 is shifted toward the first driven gear 151 by the first shift fork F1, the first sleeve S1 is spline-engaged with the first synchronizer ring R1 to synchronize the rotation of the output shaft 132 and the first driven gear 151. The first driven gear 151 is then engaged with the external spline on the outer periphery of the first speed engagement member E1, and the first driven gear 151 is connected to the output shaft 132 so as not to be relatively rotatable, thereby forming the first gear. Further, if the first sleeve S1 is shifted to the second driven gear 152 side by the first shift fork F1, the second synchronizer ring R2 similarly synchronizes the rotation of the output shaft 132 and the second driven gear 152, and then Both are connected in a relatively non-rotatable manner to form a second gear.

[Second selection mechanism]
The second selection mechanism 200 selects the third drive gear 143 or the fourth drive gear 144 and connects it to the input shaft 131 so as not to be relatively rotatable. The second selection mechanism 200 includes a second clutch hub H2, a third speed engagement member E3, a fourth speed engagement member E4, a third synchronizer ring R3, a fourth synchronizer ring R4, and a second sleeve S2. It is composed of

  The second selection mechanism 200 is a synchromesh mechanism similar to the first selection mechanism 100, and the second clutch hub H2 is fixed to the input shaft 131 between the third drive gear 143 and the fourth drive gear 144, and The only difference is that the third speed engagement member E3 and the fourth speed engagement member E4 are fixed to the third drive gear 143 and the fourth drive gear 144, respectively. In the “neutral position”, the second selection mechanism 200 is not engaged with any of the engagement members E3 and E4. An annular second engagement groove S2-1 is formed on the outer periphery of the second sleeve S2. The second shift fork F2 is engaged with the second engagement groove S2-1.

  If the second sleeve S2 is shifted to the third drive gear 143 by the second shift fork F2, the rotation of the input shaft 131 and the third drive gear 143 is synchronized, and then the two are integrally connected to the third speed. A step is formed. Further, if the second sleeve S2 is shifted to the fourth drive gear 144 side by the second shift fork F2, the rotation of the input shaft 131 and the fourth drive gear 144 is synchronized, and then both are directly connected to the fourth speed. A step is formed.

[Third selection mechanism]
The third selection mechanism 300 selects the fifth drive gear 145 or the reverse drive gear 146 and connects it to the input shaft 131 so as not to be relatively rotatable. The third selection mechanism 300 includes a third clutch hub H3, a fifth speed engagement member E5, a reverse engagement member ER, a fifth synchronizer ring R5, a reverse synchronizer ring RR, and a third sleeve S3. ing.

  The third selection mechanism 300 is a synchromesh mechanism similar to the first selection mechanism 100, and the third clutch hub H3 is fixed to the input shaft 131 between the fifth drive gear 145 and the reverse drive gear 146, and the fifth clutch The only difference is that the fast engagement member E5 and the reverse engagement member ER are fixed to the fourth drive gear 144 and the reverse drive gear 146, respectively. The third selection mechanism 300 is not engaged with any of the engagement members E5 and ER in the “neutral position”. An annular third engagement groove S3-1 is formed on the outer periphery of the third sleeve S3. The third shift fork F3 is engaged with the third engagement groove S3-1.

  If the third sleeve S3 is shifted to the fifth drive gear 145 by the third shift fork F3, after the rotation of the input shaft 131 and the fifth drive gear 145 is synchronized, the two are integrally connected to the fifth speed. A step is formed. If the third sleeve S3 is shifted toward the reverse drive gear 146 by the third shift fork F3, the rotation of the input shaft 131 and the reverse drive gear 146 is synchronized, and then both are directly connected to form a reverse stage. Is done.

  The differential DF is a device that transmits the rotational torque input from the output shaft 132 of the AMT to the drive wheels Wl and Wr in a differential manner. The differential DF has a ring gear DF-1 that meshes with the output gear 157. With such a structure, the output shaft 132 is rotationally connected to the drive wheels Wl and Wr.

  The AMT-ECU 113 is an electronic control device that controls the AMT. The AMT-ECU 113 includes an input / output interface, a CPU, a RAM, a ROM, and a “storage unit” such as a nonvolatile memory that are connected via a bus. The CPU executes a program corresponding to the flowcharts shown in FIGS. 10, 17, 18, 21, and 22, which will be described later. The RAM temporarily stores variables necessary for execution of the program, and the “storage unit” stores the program.

(Structure of shift operation device)
Next, the shift operation device 90 of this embodiment will be described with reference to FIGS. The shift operation device 90 operates the AMT selection mechanisms 100 to 300. As shown in FIGS. 3 to 6, the shift operation device 90 includes a housing 10, a shaft 20, a rotation member 30, a shift member 40, a detent member 50, a first shift fork member 61, a second shift fork member 62, and a third. A shift fork member 63, a motor 70, a first detector 75, a second detector 76, a drive gear 81, and a driven gear 82 are provided.

In this embodiment, the housing 10 is common to the AMT, but may be a separate body. As shown in FIG. 4, the shaft 20 is rotatably attached to the housing 10. In the following description, the axial direction of the shaft 20 is simply expressed as “axial direction”.
As shown in FIGS. 5 and 6, the shift member 40 has a cylindrical shape in which a mounting hole 40 p penetrating in the axial direction is formed. As shown in FIG. 5, the shaft 20 is inserted into the mounting hole 40 p of the shift member 40, and the shift member 40 is not rotatable relative to the shaft 20 by the bolt 45 that fastens the shift member 40 and the shaft 20. Fixed immovable in the direction. With such a structure, the shift member 40 is rotatably attached to the housing 10. As shown in FIG. 7, a one-round shift groove 40 a is formed on the outer peripheral surface of the shift member 40.

  Hereinafter, the shift groove 40a will be described with reference to FIG. In FIG. 14, a line that goes around the outer peripheral surface of the shift member 40 at the same position in the line direction is a neutral line. Then, one side in the axial direction from the neutral line is the odd-numbered stage side, and the other side in the axial direction from the neutral line is the even-numbered stage side.

  As shown in FIG. 14, the first connection portion 40b is formed at a predetermined angle along the neutral line from the start position (0 °). A first inclined portion 40c inclined from the end of the first connecting portion 40b to the odd-numbered stage side from the neutral line is formed at a predetermined angle. An odd-numbered step portion 40d parallel to the neutral line is formed at a predetermined angle on the odd-numbered step side from the end of the first inclined portion 40c. A second inclined portion 40e inclined from the neutral line toward the even-numbered step side from the end of the odd-numbered step portion 40d is formed at a predetermined angle.

  A second connection portion 40f is formed at a predetermined angle along the neutral line from the end of the second inclined portion 40e. A third inclined portion 40g inclined from the end of the second connection portion 40f to the even-numbered stage side from the neutral line is formed at a predetermined angle. An even-numbered step portion 40h parallel to the neutral line is formed at a predetermined angle on the even-numbered step side from the end of the third inclined portion 40g. A fourth inclined portion 40i that is inclined from the neutral line toward the odd-numbered step side from the end of the even-numbered step portion 40h is formed at a predetermined angle.

  A state of the shift member 40 in which a shift pin 30e (shown in FIGS. 5, 6, and 7) to be described later is in the first connection portion 40b or the second connection portion 40f is referred to as a “neutral state”. Moreover, the state of the shift member 40 in which the shift pin 30e is in the odd-numbered step portion 40d is referred to as an “odd-numbered step state”. Furthermore, the state of the shift member 40 in which the shift pin 30e is in the even-numbered step portion 40h is referred to as an “even-numbered step state”. In the “neutral state”, all the shift forks F1 to F3 are in the “neutral position” shown in FIG. 2, and the AMT is in the neutral state. In the “odd stage state”, as shown in FIG. 11, the selected shift forks F1 to F3 are on the odd stage side, and the AMT is any one of the first speed, the third speed, and the fifth speed. In the “even stage state”, the selected shift forks F1 to F3 are on the even stage side, and the AMT is any one of the second speed, the fourth speed, and the reverse.

  As shown in FIG. 5, a cylindrical rotary member 30 is attached to the outer peripheral side of the shift member 40 so as to be rotatable relative to the shift member 40 and movable in the axial direction. In other words, the rotating member 30 is attached to the housing 10 so as to be rotatable and movable in the axial direction.

  As shown in FIG. 4, one side in the axial direction of the rotating member 30 is an odd-numbered step side, and the other side in the axial direction of the rotating member 30 is an even-numbered step side. Note that the directions of the odd-numbered steps and the even-numbered steps of the rotating member 30 and the shift member 40 are the same. As shown in FIGS. 3, 4, 5, and 8, a recognition portion 30 x is formed on the outer peripheral surface of the rotating member 30 at a predetermined angle. The recognition unit 30x has a predetermined width in the axial direction (shift direction) and the circumferential direction (select direction). The formation position of the recognition unit 30x will be described later.

  As shown in FIGS. 3, 6, and 8, a plurality of latch gears 30 b are continuously formed on the outer peripheral surface of the rotating member 30. In the present embodiment, twelve latch gears 30b are formed on the outer peripheral surface of the rotating member 30 with an interval of 30 °. As shown in FIG. 6, one latch gear 30 b extends in the direction inclined from the radial direction of the rotating member 30, the engaging surface 30 c extending in the radial direction along the axial direction of the rotating member 30, The top part has the inclined surface 30d connected with the top part of the engaging surface 30c.

  The detent member 50 is attached to the housing 10. As shown in FIGS. 3, 5, 6, and 8, the detent member 50 is engaged with the engagement surface 30c of the latch gear 30b. As shown in FIG. 5, the detent member 50 includes a housing 50a, a pawl member 50b, and an urging member 50c. The housing 50 a has a bottomed cylindrical shape that opens to the latch gear 30 b side, and is attached to the housing 10. The pawl member 50b has a hemispherical tip, and the tip protrudes from the opening of the housing 50a and is slidably mounted in the housing 50a. The urging member 50c is a coil spring or the like, and urges the pawl member 50b toward the latch gear 30b.

  As shown in FIG. 6, the front end of the pawl member 50b is in contact with and engaged with the engagement surface 30c of the latch gear 30b. For this reason, the rotation of the rotation member 30 in the reverse rotation direction is restricted. The tip of the pawl member 50b is in contact with the inclined surface 30d of the latch gear 30b. When the rotating member 30 rotates in the forward rotation direction, the pawl member 50b is pressed by the inclined surface 30d and slides toward the housing 50a, and gets over the latch gear 30b. Thus, the latch gear 30b and the detent member 50 restrict the rotation of the rotating member 30 only in the reverse rotation direction with respect to the housing 10 and allow the rotation of the rotating member 30 only in the forward rotation direction with respect to the housing 10. It functions as a “clutch”.

  As shown in FIGS. 5 and 7, a shift pin 30 e that protrudes to the inner peripheral side of the rotating member 30 and engages with the shift groove 40 a of the shift member 40 is attached to the inner peripheral surface of the rotating member 30.

  As shown in FIG. 5 and FIG. 6B, a key recess 40 m is formed in the outer peripheral surface of the shift member 40. A block-like key 41 is attached to the key recess 40 m so as to be slidable in the radial direction of the shift member 40. As shown in FIG. 6B, an engagement surface 41 a extending in the radial direction of the rotating member 30 along the axial direction is formed on one side surface of the key 41. On the side surface of the key 41 opposite to the engagement surface 41a, there is an inclined surface 41b inclined from the radial direction of the rotating member 30 along the axial direction. A biasing member 42 such as a coil spring is disposed between the bottom of the key recess 40 m and the key 41.

  As shown in FIG. 5 and FIG. 6B, a key engaging recess 30 f that engages with the key 41 is formed in the inner peripheral surface of the rotating member 30. As shown in FIG. 6B, the key engagement recess 30 f has a shape corresponding to the key 41. That is, the key engagement recess 30 f extends in the radial direction along the axial direction of the rotating member 30, and an engaged surface 30 g that contacts and engages with the engagement surface 41 a of the key 41 is formed.

  The key engaging recess 30f has an inclined surface 30h that faces the engaged surface 30g, is inclined from the radial direction along the axial direction of the rotating member 30, and contacts the inclined surface 41b of the key 41. . The crossing angle between the inclined surface 30h and the bottom surface of the key engaging recess 30f is an obtuse angle. The engaged surface 30 g is formed on the forward rotation side with respect to the shift member 40, and the inclined surface 30 h is formed on the reverse rotation side with respect to the shift member 40. As shown in FIG. 5, the width dimension in the axial direction of the shaft 20 of the key engaging recess 30 f is larger than the width dimension in the axial direction of the key 41. For this reason, the rotation member 30 is movable in the axial direction with respect to the shift member 40.

  Since the engagement surface 41 a of the key 41 and the engaged surface 30 g of the rotation member 30 are engaged, the rotation of the rotation member 30 relative to the shift member 40 in the reverse rotation direction is restricted. Since the inclined surface 41b of the key 41 is in contact with the inclined surface 30h of the rotating member 30, the key 41 is moved to the bottom side of the key recess 40m as the shift member 40 rotates relative to the rotating member 30 in the reverse direction. And is accommodated in the key recess 40m, and the rotary member 30 rotates relative to the shift member 40 in the forward rotation direction. As described above, the key 41 and the key engaging recess 30f restrict the rotation of the shift member 40 only in the forward rotation direction relative to the rotation member 30, and allow the shift member 40 to rotate only in the reverse rotation direction relative to the rotation member 30. It functions as a “first one-way clutch”.

  From the position where the key 41 is engaged with the key engagement recess 30f, the shift member 40 is moved from the position where the shift member 40 is reversely rotated with respect to the rotation member 30 by a predetermined angle (less than 180 ° in this embodiment). Even if the key 41 is rotated in the forward rotation direction, the key 41 is not engaged with the key engagement recess 30f, so that the rotating member 30 does not rotate in the forward rotation direction. In other words, the “first one-way clutch” is configured to be capable of backlash by a predetermined angle (less than 180 ° in this embodiment) with respect to the rotation of the shift member 40 in the positive rotation direction with respect to the rotation member 30.

  When the shift member 40 rotates relative to the rotation member 30, the shift member 40 is engaged with the shift groove 40a of the shift member 40 because the shift pin 30e fixed to the rotation member 30 is engaged with the rotation member 30. Moves in the axial direction.

  As shown in FIG. 3, the first shift fork member 61 is disposed on the outer peripheral side of the rotating member 30. The first shift fork member 61 includes a shaft portion 61a, an engaged portion 61b provided at the base end portion of the shaft portion 61a, and a shift fork F1 provided at the tip of the shaft portion 61a. The shaft portion 61a is attached to the housing 10 so as to be movable in the axial direction.

  An engagement recess 61c that can be engaged with or detached from the first to third engagement portions 30i, 30j, 30k is formed in the engaged portion 61b. The shift fork F1 has an arc shape and is engaged with the first engagement groove S1-1 shown in FIG.

  Although not shown, the second shift fork member 62 and the third shift fork member 63 having the same structure as the first shift fork member 61 are disposed on the outer peripheral side of the rotating member 30 from the first shift fork member 61. It is attached to the housing 10 so as to be slidable in the axial direction at a constant angle (30 ° in this embodiment). As shown in the alternate long and short dash line in FIG. 4B and FIG. 8A, the first engaged portion 61b, the second engaged portion 62b, and the third engaged portion 63b are related to the axial direction. In the positions where the first to third engaging portions 30i, 30j, and 30k are formed, the outer peripheral portion of the rotating member 30 is disposed at the predetermined angle (30 ° in the present embodiment). The first shift fork member 61, the second shift fork member 62, and the third shift fork member 63 move in the axial direction, and the force applied to the first shift fork member 61, the second shift fork member 62, and the third shift fork member 63 is applied to the first sleeve S 1 and the second By transmitting to the sleeve S2 and the third sleeve S3, the first sleeve S1, the second sleeve S2, and the third sleeve S3 are moved, respectively, and the AMT first selection mechanism 100, the second selection mechanism 200, respectively. The third selection mechanism 300 is activated.

  A driven gear 82 is fixed to the shaft 20. The motor 70 is a motor whose rotation angle can be controlled. The motor 70 is driven with a rotation angle controlled by an AMT-ECU 113 (shown in FIG. 1). A drive gear 81 that meshes with a driven gear 82 is attached to a rotating shaft 71 of the motor 70. The number of teeth of the driven gear 82 is greater than the number of teeth of the drive gear 81, and the rotation of the motor 70 is decelerated and transmitted to the shaft 20.

  The first detection unit 75 is a sensor that detects the rotation angle of the motor 70, and is provided in the vicinity of the rotation shaft 71, for example. The first detection unit 75 includes a magnetic sensor such as a Hall IC, a rotary encoder that detects the rotation of the rotary shaft 71, or an image that reads a printing unit having unevenness or light and darkness formed around the outer peripheral surface of the rotary shaft 71. Sensors such as elements are included. First detection unit 75 is communicably connected to AMT-ECU 113, and outputs detected rotation angle information of motor 70 to AMT-ECU 113.

  The AMT-ECU 113 can recognize the rotation angles of the shaft 20 and the shift member 40 based on the rotation angle information of the motor 70 output from the first detection unit 75. The shaft 20 is rotated forward and backward by the motor 70, but the AMT-ECU 113 determines the current rotation angle of the shaft 20 and the shift member 40 from the history of the rotation angle information of the motor 70 output from the first detection unit 75. Can be recognized. The AMT-ECU 113 (rotating member rotation angle calculation unit) calculates the rotation angle of the rotation member 30 from the history of the rotation angle information of the motor 70 output from the first detection unit 75.

  The AMT-ECU 113 calculates the vehicle speed V based on the rotation speed of the output shaft 132 detected by the output shaft rotation speed sensor 199 (stop detection unit).

  As shown in FIG. 4, the housing 10 is provided with a second detection unit 76 so as to face the recognition unit 30 x. The second detection unit 76 is a proximity sensor or a mechanical sensor that recognizes the presence of the recognition unit 30x. The second detection unit 76 is less expensive than the first detection unit 75 that detects the rotation angle of the motor 70. The second detection unit 76 is communicably connected to the AMT-ECU 113, and outputs a detection signal to the AMT-ECU 113. When the second detection unit 76 recognizes the presence of the recognition unit 30x, it outputs an ON signal to the AMT-ECU 113. On the other hand, if the second detection unit 76 does not recognize the presence of the recognition unit 30x, it outputs an OFF signal to the AMT-ECU 113.

[Select operation]
When the motor 70 rotates in the reverse direction and the shaft 20 rotates in the forward direction, as described above, the “second one-way clutch” (the latch gear 30b and the detent member 50) rotates the rotating member 30 in the forward rotation direction with respect to the housing 10. The “first one-way clutch” (key 41, key engaging recess 30f) restricts the rotation of the rotating member 30 in the reverse rotation direction with respect to the shift member 40. Rotate in the direction of rotation.

  Thus, each time the rotating member 30 rotates in the forward rotation direction and the pawl member 50b gets over the latch gear 30b, any one of the first engaging portion 30i to the third engaging portion 30k becomes the first engaged portion. A state where the first shift fork member 61 is selected (shown in FIG. 9A) is engaged with the coupling portion 61b, and any one of the first engagement portion 30i to the third engagement portion 30k is the second A state in which the second shift fork member 62 is selected by engaging with the engaged portion 62b (shown in FIG. 9B), any one of the first engaging portion 30i to the third engaging portion 30k is A state in which the third shift fork member 63 is selected by engaging with the third engaged portion 63b (shown in FIG. 9C), and any of the first engaging portion 30i to the third engaging portion 30k. Is in a non-selected state (shown in FIG. 9D) that is not engaged with any of the first engaged portion 61b to the third engaged portion 63b. The state of Zureka. In the following description, the position of the rotating member 30 where any of the shift fork members 61 to 63 is selected ((A) to (C) in FIG. 9) is referred to as a “select position”.

  The AMT-ECU 113 recognizes the rotation angle of the shift member 40 on the basis of the rotation angle information of the motor 70 output from the first detection unit 75, whereby the first shift fork member 61 to the third shift fork member 63. It is possible to recognize which one is selected or a non-selected state in which none of the first shift fork member 61 to the third shift fork member 63 is selected.

  As shown in FIG. 9D, when the engaging portion 30i passes through the engaged portions 61b, 62b, and 63b, the next engaging portion 30j is connected to the engaged portions 61b, 62b, and 63b. Since it is waiting in front, the engaging part 30j can be engaged with the engaged parts 61b, 62b, 63b with a small rotation angle of the rotating member 30.

  In the “select operation”, the shift member 40 and the rotation member 30 are integrally rotated in the normal rotation direction, and the shift member 40 and the rotation member 30 do not rotate relative to each other, so that the rotation member 30 does not slide in the axial direction.

[Shift operation]
When the motor 70 rotates in the forward direction and the shaft 20 rotates in the reverse direction, as described above, the “second one-way clutch” (the latch gear 30b and the detent member 50) regulates the rotation of the rotating member 30 in the reverse rotation direction. The “first one-way clutch” (key 41, key engaging recess 30f) allows the rotation of the shift member 40 in the reverse rotation direction with respect to the rotation member 30, so that only the shift member 40 is in a state where the rotation member 30 is stopped. The shift member 40 rotates in the reverse rotation direction, and the shift member 40 rotates relative to the rotation member 30 in the reverse rotation direction.

  As described above, when the shift member 40 rotates relative to the rotation member 30 in the reverse rotation direction, the shift pin 30e fixed to the rotation member 30 is engaged with the shift groove 40a, and thus the shift groove 40a of the shift pin 30e. The rotary member 30 slides in the axial direction with the movement relative to. When the rotary member 30 slides in the axial direction in a state where any of the first shift fork member 61 to the third shift fork member 63 is selected, the selected first shift fork member 61 to third shift fork member 63 moves in the axial direction, and the corresponding shift forks F1 to F3 move in the axial direction, and the shift is executed.

  The AMT-ECU 113 recognizes the rotation angle of the shift member 40 and the rotation angle of the rotation member 30 based on the rotation angle information of the motor 70 output from the first detection unit 75, and rotates the shift member 40 (shift pin 30e). It is possible to recognize whether the angle is on the odd-numbered stage side, the neutral position, or the even-numbered stage side.

(Shift control)
Next, the shift control executed by the AMT-ECU 113 will be described using the flow shown in FIG. 10 and FIG. When the vehicle 1000 is ready to travel, the process proceeds to S11.

If the AMT-ECU 113 determines in S11 that there is a “shift request” (S11: YES), the program proceeds to S12, and if it is determined that there is no “shift request” (S11: NO). , S11 is repeated. Incidentally, AMT-ECU 11 3, when the running state of the vehicle 1000 having the speed of the throttle opening and the vehicle 1000 determines that exceeds the shift line representing the relationship between the throttle opening and the speed, or the driver However, when a shift lever (not shown) is operated, it is determined that there is a “shift request”. In S11, one of the shift fork members 61 to 63 is selected, and one of the gear positions is formed.

  In S12, the AMT-ECU 113 controls the clutch actuator 129 to drive the clutch C so that the transmission torque of the clutch C is 0, and the clutch C is disconnected. When S12 ends, the program proceeds to S13.

  If the AMT-ECU 113 determines in S13 that the “shift request” is either a two-step up shift or a two-step down shift (S13: YES), the program proceeds to S31, and the “shift request” If it is determined that it is not one of the two-stage upshift and the two-stage downshift (S13: NO), the program proceeds to S21. Note that the two-stage upshift means that when the upshift is performed from the first speed to the third speed ((1) in FIG. 11), when the upshift is performed from the second speed to the fourth speed ((2) in FIG. 11), from the third speed. This is a case where the up-shift is performed to the fifth speed ((3) in FIG. 11). The two-stage downshift means that when downshifting from 5th speed to 3rd speed ((4) in FIG. 11), downshifting from 4th speed to 2nd speed ((5) in FIG. 11), from 3rd speed. This is the case of downshifting to the first speed ((6) in FIG. 11).

  In S21, when the AMT-ECU 113 determines that the “select operation” is necessary (S21: YES), the program proceeds to S22, and when it is determined that the “select operation” is not necessary (S21). : NO), the program proceeds to S26. When the AMT-ECU 113 shifts up from the second speed to the third speed ((7) in FIG. 11), the AMT-ECU 113 shifts up from the fourth speed to the fifth speed ((8) in FIG. 11). When downshifting ((9) in FIG. 11), when downshifting from the third speed to the second speed ((10) in FIG. 11), when shifting from the first speed ((11) in FIG. 11), reverse When it is necessary to reselect the shift fork members 61 to 63 as in the case of shifting to the first speed ((12) in FIG. 11), it is determined that the “select operation” is necessary.

  In S22, the AMT-ECU 113 drives and controls the motor 70 to reversely rotate the shaft 20, thereby positioning the shift pin 30e at the first connection portion 40b or the second connection portion 40f and selecting the selected shift fork. The members 61 to 63 are positioned at the “neutral position”, and the control for setting the AMT to the neutral state is started. When S22 ends, the program proceeds to S23.

  In S23, when the AMT-ECU 113 determines that the AMT is in the neutral state based on the detection signal from the first detection unit 75 (S23: YES), the program proceeds to S24, and the AMT is in the neutral state. If it is determined that it is not (S23: NO), the process of S23 is repeated.

  In S <b> 24, the AMT-ECU 113 controls the drive of the motor 70 to rotate the shaft 20 in the forward direction, and selects any one of the shift fork members 61 to 63 corresponding to the “shift request” gear stage. To start. When S24 ends, the program proceeds to S25.

  In S <b> 25, the AMT-ECU 113 calculates the rotation angle of the rotating member 30 based on the detection signal from the first detection unit 75. If the AMT-ECU 113 determines that the “select operation” has been completed based on the rotation angle of the rotating member 30 (S25: YES), the program proceeds to S26, and the “select operation” has been completed. If it is determined that there is not (S25: NO), the process of S25 is repeated.

  In S26, the AMT-ECU 113 drives and controls the motor 70 to rotate the shaft 20 in the reverse direction, so that the shift member 40 is rotated to the shift position (odd number side or even number side) where the shift pin 30e is “shift request”. The “shift operation” is started.

  In addition, as shown in FIG. 14, since the 1st connection part 40b and the 2nd connection part 40f are not inclined with respect to the neutral line, the shift pin 30e slides the 1st connection part 40b and the 2nd connection part 40f. As long as the rotation member 30 and the selected shift fork members 61 to 63 are not moved in the axial direction. Further, even if the shift member 40 is rotated in the positive rotation direction by the above-described extra angle, the shift member 40 is rotated forward with respect to the rotary member 30 by the key 41 and the key engagement recess 30f which are the “first one-way clutch”. Since the backlash can be performed at a predetermined angle with respect to the rotation of the direction, the rotation member 30 does not rotate with the rotation of the shift member 40 in the forward rotation direction. When S26 ends, the program proceeds to S51.

  In S31, the AMT-ECU 113 drives and controls the motor 70 to reversely rotate the shaft 20, so that the shift pin 30e is positioned at the first connection portion 40b or the second connection portion 40f, and the selected shift fork is selected. The members 61 to 63 are positioned at the “neutral position”, and the control for setting the AMT to the neutral state is started. For example, in the case of upshifting from the first speed to the third speed, the shift pin 30e in the odd-numbered step portion 40d is moved to the second connection portion 40f to bring the AMT into the neutral state. When S31 ends, the program proceeds to S32.

  In S32, when the AMT-ECU 113 determines that the AMT is in the neutral state based on the detection signal from the first detection unit 75 (S32: YES), the program proceeds to S33, and the AMT is in the neutral state. If it is determined that it is not (S32: NO), the process of S32 is repeated.

  In S33, the AMT-ECU 113 controls to drive the motor 70 to rotate the shaft 20 in the normal direction and to make the rotating member 30 non-selected ((D) in FIG. 9). When S33 ends, the program proceeds to S34.

  In S <b> 34, the AMT-ECU 113 calculates the rotation angle of the rotation member 30 based on the detection signal from the first detection unit 75. If the AMT-ECU 113 determines that the rotating member 30 is in a non-selected state based on the rotation angle of the rotating member 30 (S34: YES), the program proceeds to S35, and the rotating member 30 is not selected. If it is determined that the state is not reached (S34: NO), the process of S34 is repeated.

  In S35, the AMT-ECU 113 drives and controls the motor 70 to rotate the shaft 20 in the reverse direction so that the shift member 40 is rotated to the preparation position where the shift pin 30e is in the neutral position before the “shift request” gear position. Start control. For example, in the case of upshifting from the first speed to the third speed, the shift pin 30e positioned at the second connection portion 40f in S31 is positioned at the first connection portion 40b that is the preparation position before the odd-numbered stage side. The shift member 40 is rotated. When S35 ends, the program proceeds to S36.

  In S36, when the AMT-ECU 113 determines that the shift member 40 is in the preparation position and the AMT is in the neutral state based on the detection signal from the first detection unit 75 (S36: YES), When the program proceeds to S24 and it is determined that the shift member 40 is not in the preparation position (S36: NO), the process of S36 is repeated.

  If the AMT-ECU 113 determines in S51 that the “shift operation” has been completed based on the detection signal from the first detection unit 75 (S51: YES), the program proceeds to S52 and the “shift operation” is performed. Is determined not to be completed (S51: NO), the process of S51 is repeated.

  In S52, the AMT-ECU 113 controls the clutch actuator 129 so as to maximize the transmission torque of the clutch C and connect the clutch C. When S52 ends, the program returns to S11.

(Relationship between rotation angle of shift member and rotation angle of rotation member)
The relationship between the rotation angle of the shift member 40 and the rotation angle of the rotation member 30 in the case of upshifting from the second speed to the third speed will be described below with reference to FIGS. 11, 13, and 15. In addition, (A)-(D) of FIG. 11 and FIG. 13 correspond, respectively. As shown in FIG. 11, in the case of upshifting from the second speed to the third speed, the first shift fork F1 on the even-numbered stage side (A) is moved to the neutral position (B), and the AMT is set to the neutral state. To do. Next, the second shift fork F2 is selected (C), and the second shift fork F2 is moved to the odd-numbered stage side (D).

  Next, a description will be given with reference to FIG. In order to move the first shift fork F1 on the even-numbered stage side (A) to the neutral position (B), the shift member 40 is rotated in the reverse direction so that the shift member 40 and the rotation member 30 are relatively rotated, The shift pin 30e in the even-numbered step portion 40h is moved to the first connection portion 40b, and a shift operation for moving the rotating member 30 to the neutral position is performed. At this time, in order to securely engage the key 41 with the key engaging recess 30f, the shift member 40 is shifted from the position ((1) in FIG. 13) to a predetermined angle ((2) in FIG. 13). It is rotated extra. In this state, that is, in the rotation angle shown in FIG. 13B, as shown in FIG. 15A, the key 41 is in a state of getting over the key engagement recess 30f.

  Next, the shift member 40 is rotated in the normal rotation direction from the neutral position (B) shown in FIG. 13 to execute the selection operation. Until the key 41 engages with the key engagement recess 30f, only the shift member 40 rotates forward. When the key 41 engages with the key engagement recess 30f ((B) in FIG. 15 and (3) in FIG. 13), the "first one-way clutch" rotates with the rotation of the shift member 40 in the forward rotation direction. The member 30 rotates in the forward rotation direction ((4) in FIG. 13).

  As described above, the rotation member 30 is not moved in the normal direction with the rotation of the shift member 40 in the forward rotation direction until the key 41 is engaged with the key engagement recess 30f and the “first one-way clutch” is in the restricted state. Rotate in the direction of rotation.

(Detection of rotation angle of rotating member)
The AMT-ECU 113 calculates the rotation angle (rotation position) of the rotating member 30 by integrating the rotation angles of the motor 70 detected by the first detection unit 75. The restriction start position of the “first one-way clutch” (hereinafter, abbreviated as “restriction start position” where appropriate) where the key 41 engages with the key engagement recess 30f is determined by the shift operation device 90 due to a manufacturing error. It varies slightly depending on the device 90. For this reason, even if the rotation angle of the motor 70 detected by the first detection unit 75 is integrated, every time the shift operation and the selection operation are repeated, a deviation occurs in the detection of the rotation angle of the rotating member 30, and the deviation is accumulated. Will be.

  Then, if the “shift operation” is executed before the “select operation” is completed, that is, before the pawl member 50b gets over the latch gear 30b, due to the accumulation of the deviation, A shift stage different from the shift stage is formed. For example, when shifting from the second speed to the third speed, if the “shift operation” is executed before the “select operation” for selecting the second shift fork F2 is completed, the first shift fork F1 is selected. It will be left as it is. Below, the method and structure which detect the rotation angle of the rotation member 30 correctly are demonstrated.

(Formation position of recognition part)
Since the second detection unit 76 faces the rotation member 30 and the rotation member 30 moves in the selection direction and the shift direction, the second detection unit 76 moves relative to the rotation member 30 in the selection direction and the shift direction. In FIG. 16, the alternate long and short dash line is a trajectory in the select direction on the rotating member 30 of the second detector 76. In FIG. 16, the alternate long and two short dashes line is a locus in the shift direction on the rotation member 30 of the second detection unit 76.

  As illustrated in FIG. 16, three sets of the first recognition unit 30 x 1, the second recognition unit 30 x 2, the third recognition unit 30 x 3, and the fourth recognition unit 30 x 4 are formed in order in the circumferential direction of the rotating member 30. In the first recognition unit 30x1, the rotating member 30 is in the neutral position, and any one of the first to third engagement units 30i, 30j, and 30k is engaged with the first engaged unit 61b. In FIG. 2, the rotation member 30 is formed on the circumferential surface at a position facing the second detection unit 76. In the second recognition unit 30x2, the rotating member 30 is in the neutral position, and any one of the first to third engagement units 30i, 30j, and 30k is engaged with the second engaged unit 62b. In FIG. 2, the rotation member 30 is formed on the circumferential surface at a position facing the second detection unit 76. The third recognizing portion 30x3 is in a state where the rotating member 30 is in the neutral position and any one of the first to third engaging portions 30i, 30j, 30k is engaged with the third engaged portion 63b. In FIG. 2, the rotation member 30 is formed on the circumferential surface at a position facing the second detection unit 76.

  In the fourth recognition unit 30x4, the rotation member 30 is in the neutral position, and any one of the first to third engagement units 30i, 30j, and 30k is a “non-selection position” (shown in FIG. 9D). Is formed on the circumferential surface of the rotating member 30 at a position facing the second detector 76. Thus, the centers of the shift direction and the select direction of the first to fourth recognition units 30x1 to 30x4 are the intersections of the trajectories of the select direction and the shift direction on the rotating member 30 of the second detection unit 76, that is, in FIG. It is located at the intersection of the alternate long and short dashed lines.

  As shown in FIG. 16, only the fourth recognition unit 30x4 has a different width dimension in the select direction (circumferential direction) compared to the other first recognition units 30x1 to 30x3. In the present embodiment, only the fourth recognition unit 30x4 has a wider width in the select direction than the other first recognition units 30x1 to 30x3. Only the fourth recognition unit 30x4 may be an embodiment in which the width dimension in the select direction is narrower than the other first recognition units 30x1 to 30x3.

  In the following description, the fourth recognition unit 30x4 is appropriately referred to as a unique recognition unit. The first recognition unit 30x1, the second recognition unit 30x2, and the third recognition unit 30x3 are appropriately referred to as standard recognition units. The fourth recognition unit 30x4 that is a specific recognition unit is formed adjacent to the third recognition unit 30x3 and the first recognition unit 30x1 that are standard recognition units.

(Outline of rotating member rotation angle calibration)
In a state where the rotating member 30 is in the neutral position, the rotating member 30 is moved so that the third recognizing unit 30x3, the fourth recognizing unit 30x4, and the first recognizing unit 30x1 pass directly below (opposing positions) the second detecting unit 76. Rotate. As shown in FIG. 16, only the fourth recognition unit 30x4 has a wider width in the select direction than the other first recognition units 30x1 to 30x3.

  As a result, when the second detection unit 76 recognizes the fourth recognition unit 30x4 and outputs the ON signal, the second detection unit 76 recognizes the other first recognition units 30x1 to 30x3 and turns on. It is longer than the signal output time. For this reason, the ATM-ECU 113 can recognize that the rotating member 30 is located at the “non-selected position”. Then, the ATM-ECU 113 sets the rotation angle of the motor 70 corresponding to the “non-selected position” as a reference for detecting the rotation angle of the rotation member 30 based on the detection signal from the first detection unit 75. Calibrate the rotation angle. This will be described in detail below.

(Rotating member rotation angle calibration process of the first embodiment)
The “rotating member rotation angle calibration process of the first embodiment” will be described below using the flowchart shown in FIG. The “rotating member rotation angle calibration process of the first embodiment” is an embodiment in which the rotation angle of the rotating member 30 is calibrated while the vehicle is stopped. When the ignition is turned on and the vehicle is ready to travel, the “rotating member rotation angle calibration process of the first embodiment” starts, and the process proceeds to S111 in FIG.

  In S111, when the AMT-ECU 113 determines that the vehicle is stopped based on the detection signal from the output shaft rotational speed sensor 199 (S111: YES), the program proceeds to S112, and the vehicle is stopped. If it is determined that there is not (S111: NO), the process of S111 is repeated.

  In S112, the AMT-ECU 113 drives and controls the motor 70 to rotate the shaft 20 in the forward direction, and the first recognition unit 30x1, the second recognition unit 30x2, the third recognition unit 30x3, and the fourth recognition unit 30x4 are in turn. Control to rotate the rotating member 30 forward is started so that the first recognition unit 30x1 passes immediately below the second detection unit 76 and stops immediately below the second detection unit 76. When the vehicle stops, the first speed is formed, and the first recognition unit 30x1 is located immediately below the second detection unit 76. That is, in S112, from the state in which the first recognition unit 30x1 is positioned directly below the second detection unit 76, the rotation member 30 is set such that the next first recognition unit 30x1 is positioned directly below the second detection unit 76. Is started to rotate forward. When S112 ends, the program proceeds to S113.

  In S113, the AMT-ECU 113 associates the detection signal of the rotation angle of the motor 70 detected by the first detection unit 75 with the OFF signal or ON signal detected by the second detection unit 76, and stores the “storage unit”. Start to memorize. When S113 ends, the program proceeds to S114.

  If the AMT-ECU 113 determines in S114 that the fourth recognition unit 30x4, which is a unique recognition unit, has been detected (S114: YES), the program proceeds to S115 and the fourth recognition unit 30x4 has not been detected. If it is determined (S114: NO), the process of S114 is repeated. When the ON signal is longer than the other ON signals, or when the OFF signals before and after the ON signal are shorter than the other OFF signals, the fourth recognition unit 30x4 that is the specific recognition unit is detected.

  In S115, the AMT-ECU 113 specifies the center position of the fourth recognition unit 30x4 which is a unique recognition unit. Specifically, the AMT-ECU 113 is a fourth specific recognition unit based on the detection signal of the first detection unit 75 and the detection signal of the second detection unit 76 stored in association with the “storage unit”. The rotation angle of the motor 70 at the center position of the recognition unit 30x4 is recognized. The center position of the fourth recognition unit 30x4 is the above-described “non-selection position”. When S115 ends, the program proceeds to S116.

  In S116, the AMT-ECU 113 calibrates the rotation angle of the rotating member 30. Specifically, the AMT-ECU 113 detects the rotation angle of the motor 70 recognized in S115 and corresponding to the center position (“non-selected position”) of the fourth recognition unit 30x4 from the first detection unit 75. As a reference for detecting the rotation angle of the rotating member 30 based on the above. In S116, the deviation of the rotation angle detection of the rotation member 30 based on the detection signal from the first detection unit 75 is reset. When S115 ends, the program proceeds to S117.

  In S117, when the AMT-ECU 113 determines that the first recognition unit 30x1 is located immediately below the second detection unit 76 based on the detection signal from the first detection unit 75 (S117: YES). When the program proceeds to S118 and it is determined that the first recognition unit 30x1 has not yet reached directly below the second detection unit 76 (S117: NO), the program repeats the processing of S117.

  In S <b> 118, the AMT-ECU 113 stops the rotation of the rotating member 30 in the forward rotation direction by the motor 70. When S118 ends, the “rotating member rotation angle calibration process of the first embodiment” ends.

  It should be noted that S115 and S116 may be executed after S118. That is, the rotation angle of the rotation member 30 may be calibrated after the rotation member 30 is stopped.

(Rotating member rotation angle calibration process of the second embodiment)
The “rotating member rotation angle calibration process of the second embodiment” will be described below using the flowchart shown in FIG. 18 and the explanatory diagrams shown in FIGS. 19 and 20. The “rotating member rotation angle calibration process of the second embodiment” is the rotation of the rotating member 30 based on the detection signal from the first detection unit 75 at the time of a coast downshift from the third speed to the second speed or from the fifth speed to the fourth speed. In this embodiment, when it is detected that the angle detection deviation has increased, the rotation member 30 is further rotated beyond the “select operation” to calibrate the rotation angle of the rotation member 30.

  The coast downshift is a downshift executed in a state where the driver does not step on the accelerator pedal. For example, when a downshift from the 3rd speed to the 2nd speed is executed, as shown by the solid line in FIG. 19, the rotating member 30 is rotated forward from the “select position” of the 3rd speed to the “select position” of the 2nd speed. It is necessary to let Then, when it is detected that the deviation of the rotation angle detection of the rotating member 30 has increased during the downshift, the rotating member 30 is further moved from the shift position of “shift request” as shown by the broken arrow in FIG. By rotating, the rotation angle of the rotating member 30 is calibrated.

  Since a quick shift is not required during a coast downshift, as shown by the broken-line arrow in FIG. 19, even if the rotation member 30 is further rotated from the “shift request” shift position and the shift is delayed, I don't feel discomfort. When the ignition is turned on and the vehicle is ready to travel, the “rotating member rotation angle calibration process of the second embodiment” starts, and the process proceeds to S201 in FIG.

  In S201, when the AMT-ECU 113 recognizes that a coast downshift from the third speed to the second speed or from the fifth speed to the fourth speed is executed based on the “shift command” (S201: YES), the program The process proceeds to S211, and if it is not recognized that the above coast downshift is executed (S201: NO), the process of S201 is repeated.

  In S211, when the AMT-ECU 113 determines that the rotational angle deviation of the rotating member 30 is equal to or greater than a specified value based on the detection signal from the first detection unit 75 and the detection signal from the second detection unit 76. (S211: YES), the program proceeds to S212, and if it is determined that the rotational angle deviation of the rotating member 30 is not greater than or equal to the specified value (S211: YES), the process of S211 is repeated. As shown in FIG. 20, the rotation angle deviation of the rotating member 30 described above is the position of the recognition unit 30 x calculated based on the detection signal of the first detection unit 75 and the recognition detected by the second detection unit 76. This is a displacement of the position of the part 30x.

  In S212, the AMT-ECU 113 drives and controls the motor 70 to further rotate the rotating member 30 forward from the “select position” of the “shift command” and again to the “select position” of the “shift command”. Control is started (operation indicated by a broken-line arrow in FIG. 19). When S212 ends, the program proceeds to S213.

  S213, S214, S215, and S216 are the same as the processes of S113, S114, S115, and S116 shown in FIG. When S216 ends, the program proceeds to S217.

  In S217, when the AMT-ECU 113 determines that the rotating member 30 is located at the “select position” of the “shift command” based on the detection signal from the first detection unit 75 (S217: YES), The program proceeds to S218, and if it is determined that the rotating member 30 has not reached the “select position” of the “shift command” (S217: NO), the program proceeds to S218.

  In S218, the AMT-ECU 113 stops the motor 70 and stops the rotating member 30 at the “select position” of the “shift command”. When S218 ends, the “rotating member rotation angle calibration process of the second embodiment” ends.

(Rotating member rotation angle calibration process of the third embodiment)
The “rotating member rotation angle calibration process of the third embodiment” will be described below using the flowchart shown in FIG. The “rotating member rotation angle calibration process of the third embodiment” is a shift in which the fourth recognition unit 30x, which is a unique recognition unit, passes immediately below the second detection unit 76 (for example, a shift from reverse to first speed). This is an embodiment in which the rotation angle of the rotating member 30 is calibrated when is executed. When the ignition is turned on and the vehicle is ready to run, the “rotating member rotation angle calibration process of the third embodiment” starts, and the process proceeds to S301 in FIG.

  In S301, the AMT-ECU 113 associates the detection signal of the rotation angle of the motor 70 detected by the first detection unit 75 with the OFF signal or the ON signal detected by the second detection unit 76, and stores the “storage unit”. Start to memorize. When S301 ends, the program proceeds to S302.

  In S302, when the AMT-ECU 113 recognizes that a shift is performed such that the fourth recognition unit 30x, which is a unique recognition unit, passes directly below the second detection unit 76 based on the “shift request”. (S302: YES), the program proceeds to S315, and if it is recognized that a shift that causes the fourth recognition unit 30x to pass immediately below the second detection unit 76 is not executed (S302: NO), the processing of S302 is performed. repeat.

  S315 and S316 are the same as S115 and S116 shown in FIG. 17, respectively. When S316 ends, the “rotating member rotation angle calibration process of the third embodiment” ends.

(Rotating member rotation angle calibration process of the fourth embodiment)
The “rotating member rotation angle calibration process of the fourth embodiment” will be described below using the flowchart shown in FIG. The “rotating member rotation angle calibration process of the fourth embodiment” is an embodiment that is executed before shipment of the shift operation device or at the time of disassembly and maintenance of the shift operation device. Note that the AMT-ECU 113 does not recognize the rotation angle of the rotary member 30 before the shift operation device is shipped or after the shift operation device is disassembled and maintained. When the “rotating member rotation angle calibration process of the fourth embodiment” starts, the program proceeds to S401.

  In S401, the AMT-ECU 113 controls to drive the motor 70 to rotate the shaft 20 in the normal direction and to rotate the rotating member 30 in the normal direction. When S401 ends, the program proceeds to S402.

  In S <b> 402, the AMT-ECU 113 associates the detection signal of the rotation angle of the motor 70 detected by the first detection unit 75 with the OFF signal or ON signal detected by the second detection unit 76, and stores the “storage unit”. Start to memorize. When S402 ends, the program proceeds to S414.

  S414, S415, and S416 are the same as S114, S115, and S116 shown in FIG. 17, respectively. When S416 ends, the “rotating member rotation angle calibration process of the fourth embodiment” ends.

(Effect of this embodiment)
As is clear from the above description, the single motor 70 rotates the shift member 40 in the forward direction, thereby rotating the shift member 40 and the rotation member 30 together, thereby rotating the rotation member 30 into a plurality of shift fork members 61. -63 (transmission member) is engaged with one shift fork member 61-63, and a "select operation" for selecting one shift fork member 61-63 among the plurality of shift fork members 61-63 is performed. Then, the single motor 70 rotates the shift member 40 in the reverse direction, thereby rotating the rotation member 30 and the shift member 40 relative to each other to move the rotation member 30 in the axial direction. A “shift operation” is performed to move 63 in the axial direction. As described above, since both the “select operation” and the “shift operation” can be performed by the single motor 70, it is possible to provide the shift operation device 90 of the automatic transmission that can suppress the increase in the number of parts. Can do.

  As described above, in the present embodiment, since two or more motors conventionally required for performing the “select operation” and the “shift operation” can be reduced to a single motor 70, the motor is attached to the motor. Various control equipment such as an ECU, a driver, and a sensor can be reduced. For this reason, the manufacturing cost of the shift operation device 90 can be reduced, the mountability of the shift operation device 90 on the vehicle becomes good, and the weight of the vehicle can be reduced.

  Further, the AMT-ECU 113 (calibration unit) recognizes the rotation angle of the motor 70 detected by the first detection unit 75 and the recognition unit 30x1 detected by the second detection unit 76 when the rotary member 30 is rotated forward. Based on ˜30 × 4, the deviation of the rotation angle of the rotary member 30 is calibrated (S116 in FIG. 17, S216 in FIG. 18, S316 in FIG. 21, S416 in FIG. 22).

  As described above, since the deviation of the rotation angle of the rotation member 30 detected by the first detection unit 75 that detects the rotation angle of the motor 70 is calibrated, a detection unit that detects the rotation angle of the rotation member 30 is not provided. In addition, the first detection unit 75 can detect the rotation angle of the rotating member 30 with high accuracy. For this reason, the detection part which detects the rotation angle of the rotation member 30 becomes unnecessary, and the increase in the number of parts of a shift operation apparatus can further be suppressed.

  The recognition unit 30x includes a first recognition unit 30x1, a second recognition unit 30x2, and a third recognition unit 30x3 that are standard recognition units, and a fourth recognition unit 30x4 that is a specific recognition unit. Then, the AMT-ECU 113 determines the rotation member based on the rotation angle of the motor 70 detected by the first detection unit 75, the specific recognition unit detected by the second detection unit 76, and the recognition unit adjacent to the specific recognition unit. The rotation angle is recognized (S416 in FIG. 22).

  As described above, since the unique recognition unit 30x4 different from the standard recognition units 30x1 to 30x3 is provided on the outer peripheral surface of the rotation member 30, the rotation member is rotated before the shift operation device is shipped or after the shift operation device is disassembled and maintained. Thus, the second detection unit 76 can recognize the unique recognition unit 30x4 different from the standard recognition units 30x1 to 30x3. For this reason, the initial position of the rotating member 30 can be recognized.

  The peculiar recognition unit 30x4 is connected to the rotation member 30 at the position detected by the second detection unit 76 in the “non-engagement position” where the rotation member 30 is not engaged with any of the shift fork members 61 to 63. Is provided. Since the “non-engagement position” is set to a position adjacent to the “select position” where the first speed is selected, the second detection unit 76 recognizes the uniqueness because the first speed is frequently formed when the vehicle stops. The frequency at which the part 30x4 is detected increases. For this reason, calibration of the rotation angle of the rotating member 30 is executed at a higher frequency.

  When the vehicle stops (YES in S111 of FIG. 17), the AMT-ECU 113 causes the motor 70 to rotate the rotating member 30 forward in S112, and in S116, the first detection unit associated with the rotation of the rotating member 30. Based on the detection results from 75 and the second detection unit 76, the deviation of the rotation angle of the rotary member 30 is calibrated. Thereby, the driver can calibrate the rotational angle deviation of the rotating member 30 without feeling uncomfortable. That is, if the rotational angle deviation is calibrated by rotating the rotating member 30 excessively during the shift, the completion of the shift is delayed and the driver feels uncomfortable. In the present embodiment, since the deviation of the rotation angle of the rotating member 30 is calibrated while the vehicle is stopped, the driver does not feel uncomfortable.

  When the rotating member 30 is rotated forward in accordance with the execution of the speed change by the AMT (determined as YES in S302 of FIG. 21), the AMT-ECU 113 determines that the first detection unit 75 and the first detecting unit 75 accompanying the forward rotation of the rotating member 30 and Based on the detection result from the second detection unit 76, the deviation of the rotation angle of the rotation member 30 is calibrated. Thereby, the rotation angle of the rotating member 30 is calibrated with the execution of the shift by the AMT without rotating the rotating member 30.

  Further, the rotating member 30 has a “non-engagement position” (FIG. 9 (FIG. 9)) which is a rotation angle at which any of the engaging portions 30 i, 30 j, 30 k is not engaged with any of the engaged portions 61 b, 62 b, 63 b. D) is configured so as to be able to stop, and the shift operation device 90 is configured to be capable of “shift operation” at the “non-engagement position”. As a result, when the second speed up shift or the second speed down shift is performed (YES in S13 of FIG. 10), the “shift operation” is performed while the rotating member 30 is in the “non-engagement position” (FIG. 10). S35), the “shift operation” of the next gear stage can be performed quickly.

  In other words, in the case of the second speed up shift or the second speed down shift, the “shift operation” must be performed twice. However, if the rotation member 30 is in the “non-engagement position”, the “shift operation” is performed. Since the shift fork members 61 to 63 do not move, the synchronization time by the synchronizer rings R1 to R5 and RR can be reduced, and the second speed up shift or the second speed down shift can be performed quickly.

  Further, as shown in FIG. 9, a plurality of engaging portions 30 i, 30 j, 30 k are formed on the rotating member 30. As a result, as shown in FIG. 9D, the next engaging portion 30j is selected even after passing through the engaged portions 61b, 62b, 63b selected by a certain engaging portion 30i. Since it is waiting in front of the engaged portions 61b, 62b, and 63b to be engaged, the “select operation” can be executed quickly.

  Further, as shown in FIG. 6, the key 41 and the key engaging recess 30 f that are “first one-way clutches” are configured to be capable of backlash by a predetermined angle with respect to the rotation of the shift member 40 in the forward rotation direction with respect to the rotation member 30. Yes. As a result, during the “shift operation”, even if the shift member 40 is reversely rotated in the reverse direction and then returned to the positive rotation direction by the excessive angle, the rotation member 30 does not rotate in the positive rotation direction. For this reason, the “shift operation” can be reliably executed by rotating the shift member 40 in the reverse direction.

(Unique recognition unit of another embodiment)
A specific recognition unit according to another embodiment will be described with reference to FIG. In this embodiment, as shown in FIG. 23, only the fourth recognition unit 30x4, which is a unique recognition unit, deviates from the locus of the shift direction on the rotation member 30 of the second detection unit 76 with respect to the selection direction of the rotation member 30. It is formed in the position. That is, in the state where the rotating member 30 is located at the non-selected position (FIG. 9D), the fourth recognition unit 30x4 is not located immediately below the second detection unit 76. In other words, the separation angle (separation distance) in the circumferential direction (selection direction) between the third recognition unit 30x3 and the fourth recognition unit 30x4 and the separation angle in the circumferential direction between the fourth recognition unit 30x4 and the first recognition unit 30x1 are standard. This is different from the circumferential separation angles of the first recognition unit 30x1, the second recognition unit 30x2, and the third recognition unit 30x3, which are recognition units.

  When the singular recognition unit 30x4 passes directly under the second detection unit 76, the OFF signal is different from other OFF signals before and after the singular recognition unit 30x4 passes directly under the second detection unit 76. A certain fourth recognition unit 30x4 is detected. Then, the AMT-ECU 113 uses the rotation angle of the motor 70 at the center position of the fourth recognition unit 30x4 as a reference for detecting the rotation angle of the rotation member 30 based on the detection signal from the first detection unit 75.

(Another embodiment)
In the embodiment described above, the center position of only the unique recognition unit 30x4 is specified in S115 of the "rotating member rotation angle configuration process of the first embodiment" shown in FIG. 17, and the center of the fourth recognition unit 30x4 is specified in S116. The rotation angle of the motor 70 at the position is used as a reference for detecting the rotation angle of the rotation member 30 based on the detection signal from the first detection unit 75. However, in addition, in S115, the “select positions” of the shift fork members 61 to 63 are specified by specifying the center positions of all the recognition units 30x1 to 30x3. In S116, the recognition units 30x1 to 30x3 are specified. The rotation angle of the motor 70 corresponding to the center position (“select position”) may be used as a reference for detecting the rotation angle of the rotation member 30 based on the detection signal from the first detection unit 75. In this embodiment, not only the “non-selected position” but also the “select position” of each of the shift fork members 61 to 63 serves as a reference for detecting the rotation angle of the rotating member 30 based on the detection signal from the first detection unit 75. Thus, the rotation angle detection of the rotating member 30 can be calibrated more accurately.

  In the embodiment described above, the plurality of recognition units 30 x 1 to 30 x 4 are formed on the outer peripheral surface of the rotating member 30. However, even in an embodiment in which the single recognition unit 30x is formed on the outer peripheral surface of the rotating member 30, there is no problem. In the case of this embodiment, when the rotation member 30 is rotated forward, the detection signal of the first detection unit 75 and the detection signal of the second detection unit 76 stored in association with the “storage unit” are stored. Based on this, the center position of the single recognition unit 30x is specified. The rotation angle of the motor 70 corresponding to the center position of the single recognition unit 30x is used as a reference for detecting the rotation angle of the rotation member 30 based on the detection signal from the first detection unit 75. Reset the misalignment of the rotation angle detection.

  In the embodiment described above, the centers of the shift direction and the select direction of the first to fourth recognition units 30x1 to 30x4 are the intersections of the trajectories of the select direction and the shift direction on the rotating member 30 of the second detection unit 76, that is, It is formed at the intersection of the alternate long and short dash line shown in FIG. Based on the detection signal from the second detection unit 76, the center position in the select direction of the first to fourth recognition units 30x1 to 30x4 is specified.

  However, as shown in FIG. 24, the end portions in the select direction of the first to fourth recognition units 30x1 to 30x4 are on the trajectory in the select direction on the rotating member 30 of the second detection unit 76 (one-dot chain line in FIG. 24). It may be an embodiment that is located. In the case of this embodiment, the detection signal from the second detector 76 detects the position where the ON signal changes to the OFF signal, or the OFF signal to the ON signal, thereby detecting the “non-selected position” and each shift fork. The “select position” of the members 61 to 63 is recognized, and the rotation angle of the motor 70 corresponding to the “non-select position” or “select position” is determined based on the detection signal from the first detection unit 75. By using the angle detection reference, it is possible to reset the deviation of the rotation angle detection of the rotating member 30.

  In the embodiment described above, the recognition units 30x1 to 30x4 are protrusions. However, the recognition units 30x1 to 30x4 may have a shape in which a recess is formed on the outer peripheral surface of the rotating member 30. Alternatively, the recognition units 30x1 to 30x4 may be magnets attached to the outer peripheral surface of the rotating member 30, or marks or the like written on the outer peripheral surface of the rotating member 30. In the embodiment in which the recognition units 30x to 30x4 are magnets or marks, the second detection unit 76 is a sensor that detects the positions of the magnets or marks.

  In the embodiment described above, the motor 70 rotates the shift member 40 via the drive gear 81, the driven gear 82, and the shaft 20. However, the motor 70 may directly rotate the shift member 40.

  In the embodiment described above, the first detection unit 75 is a sensor that detects the rotation angle of the shaft 20 or the shift member 40 by detecting the rotation angle of the motor 70. However, the first detection unit 75 may be a sensor that directly detects the rotation angle of the shaft 20 or the shift member 40. In the present embodiment, the rotation of the motor 70 is decelerated by the drive gear 81 and the driven gear 82, and the first detection unit 75 detects the rotation angle of the motor 70. Therefore, the rotation angle of the shift member 40 is highly accurate (high resolution). Can be detected.

  In the embodiment described above, the stop detection unit that detects the stop of the vehicle is the output shaft rotation speed sensor 199. However, the stop detection unit may be a wheel speed sensor that detects the rotation speed of the wheels Wl and Wr.

  In the embodiment described above, the “first one-way clutch” is composed of the key 41 and the key engaging recess 30 f, and the “second one-way clutch” is composed of the latch gear 30 b and the detent member 50. However, the "first one-way clutch" and the "second one-way clutch" are a sprag type one-way clutch in which a sprag is disposed between the outer race and the inner race, and a cam is disposed between the outer race and the inner race. Even a cam-type one-way clutch can be used.

  Further, as shown in FIG. 12, the shift member 40 is rotatably attached to the shaft 20, and the second one-way clutch 91 that restricts the rotation of the shaft 20 in the positive rotation direction relative to the rotation member 30, and the rotation member 30 of the shift member 40. The first one-way clutch 92 that allows rotation only in the reverse rotation direction with respect to the shaft and the third one-way clutch 93 that restricts rotation of the shaft 20 in the reverse rotation direction with respect to the shift member 40 may be provided. .

  Even in such an embodiment, when the shaft 20 rotates normally, the second one-way clutch 91 causes the shaft 20 and the rotating member 30 to rotate positively together, and the first one-way clutch 92 shifts the rotating member 30. The member 40 rotates positively integrally, and the “select operation” can be executed. When the shaft 20 rotates in the reverse direction, the rotating member 30 is idled with respect to the shaft 20 by the second one-way clutch 91, and the shaft 20 and the shift member 40 are integrally rotated by the third one-way clutch 93. The rotation member 30 and the shift member 40 are relatively rotated by 92, and the “shift operation” can be executed.

  When the shaft 20 rotates in the forward direction, the second one-way clutch 91 allows the rotation member 30 to rotate in the forward rotation direction with respect to the housing 10. Further, when the shaft 20 rotates in the reverse direction, the second one-way clutch 91 allows the shaft 20 to rotate around the rotating member 30 by allowing the shaft 20 to rotate in the reverse rotating direction with respect to the rotating member 30. The rotation of the member 30 in the reverse rotation direction relative to the housing 10 is restricted.

  DESCRIPTION OF SYMBOLS 10 ... Housing (main body), 30 ... Rotating member, 30b ... Latch gear (2nd one-way clutch, shift mechanism), 30e ... Shift pin (moving mechanism), 30f ... Key engagement recessed part (1st one-way clutch, select mechanism), 30i, 30j, 30k ... engaging part, 30x1 ... first recognition part (standard recognition part), 30x2 ... second recognition part (standard recognition part), 30x3 ... third recognition part (standard recognition part), 30x4 ... fourth Recognizing part (singular recognition part), 40 ... shift member, 40a ... shift groove (moving mechanism), 50 ... detent member (second one-way clutch, shift mechanism, rotation angle detecting means), 41 ... key (first one-way clutch, Select mechanism), 50b ... pawl member (pawl member), 61 ... first shift fork member (transmission member), 62 ... second shift fork member (transmission member), DESCRIPTION OF SYMBOLS 3 ... 3rd shift fork member (transmission member), 70 ... Motor, 75 ... 1st detection part, 76 ... 2nd detection part, 100 ... 1st selection mechanism, 200 ... 2nd selection mechanism, 300 ... 3rd selection mechanism 113- ATM-ECU (rotating member rotation angle calculation unit, calibration unit), 199 ... output shaft rotation speed sensor (stop detection unit)

Claims (5)

A shift operation device for operating a selection mechanism of an automatic transmission mounted on a vehicle,
The body,
A rotating member attached to the main body so as to be rotatable with respect to the main body and movable in the axial direction, and having a recognition portion on an outer peripheral surface;
A shift pin attached to the rotating member;
A shift member rotatably attached to the main body and provided with a shift groove on the outer peripheral surface for engaging with the shift pin;
A plurality of units are attached to the main body so as to be movable in the axial direction, are configured to be detachable from the rotating member, and are moved in the axial direction by the movement of the rotating member in the axial direction to operate the selection mechanism. A transmission member of
A single motor for rotating the shift member forward and backward;
A first one-way clutch that restricts rotation of the shift member only in a positive rotation direction with respect to the rotating member;
A second one-way clutch that restricts rotation of the rotating member only in a reverse rotation direction with respect to the main body;
A first detector for detecting a rotation angle of the motor or a rotation angle of the shift member;
A second detection unit that detects the recognition unit in accordance with the positive rotation of the rotating member;
A rotation member rotation angle calculation unit that calculates the rotation angle of the rotation member based on the rotation angle of the motor or the rotation angle of the shift member detected by the first detection unit;
Based on the rotation angle of the motor or the rotation angle of the shift member detected by the first detection unit and the recognition unit detected by the second detection unit when the rotation member is rotated forward, A shift operation device for an automatic transmission having a calibration unit that calibrates a deviation of the rotation angle of the rotation member calculated by the rotation member rotation angle calculation unit. The recognition unit is provided on the outer peripheral surface of the rotating member adjacent to the standard recognizing unit, and a plurality of standard recognizing units provided on the outer peripheral surface of the rotating member at a constant circumferential angle. And the circumferential width of the standard recognition unit is different, or the circumferential separation angle of the standard recognition unit is different from the circumferential separation angle of the standard recognition unit, and a unique recognition unit,
Wherein the calibration unit, adjacent to the rotation angle, and wherein the specific recognition unit is detected by the second detection unit and the specific recognition of the rotational angle or the shift member of the motor detected by the first detection unit The shift operation device for an automatic transmission according to claim 1, wherein the rotation angle of the rotating member is recognized based on a standard recognition unit. The specific recognition unit, that provided on the rotary member of a position where the rotating member is detected by said second detection portion in the disengaged position which is the rotational position not engaged with any of the shift member 請 The shift operation device for an automatic transmission according to claim 2. A stop detection unit for detecting the stop of the vehicle;
When the stop detection unit detects the stop of the vehicle, the calibration unit rotates the rotating member forward by the motor, and from the first detection unit and the second detection unit accompanying the rotation of the rotation member. The shift operation device for an automatic transmission according to any one of claims 1 to 3, wherein a deviation of a rotation angle of the rotating member is calibrated based on a detection result of the automatic transmission.   When the rotating member is rotated forward in accordance with execution of a shift by the automatic transmission, the calibration unit uses the detection results from the first detecting unit and the second detecting unit accompanying the normal rotation of the rotating member. The shift operation device for an automatic transmission according to any one of claims 1 to 3, wherein the shift of the rotation angle of the rotary member is calibrated based on the shift member.

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