JPH03194265A - Shift mechanism for automatic drive vehicle - Google Patents

Abstract

PURPOSE:To prevent a specific shift operation at the time of starting and running by actuating a hold means in a condition before a start of running a vehicle to hold cam plates and impeding the operation from a pin-grooved neutral range. CONSTITUTION:In the case of a condition before a start of running a vehicle, in which despite during stopping thereof, for instance, an accelerator pedal is stepped in, an ignition switch is turned off and a door is opened, cam plates 30, 32 are held between a pin 72 and a pin 66 by protruding the stopper pin 72 from a circular hole of a detent plate 12 because a solenoid is not energized by a control means. Accordingly, a pin groove 18 is impeded, even when it is tried to be moved from a P or N range by controlling an operating button 21. On the other hand, a function of preventing misoperation, while the vehicle is in running, is also performed similarly by the control means. Thus, a specific shift operation at the time of starting and running can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a shift mechanism for an automatic vehicle for operating a shift lever of an automatic vehicle.

[Prior art]

Recently, in the shift mechanism of an automatic vehicle, a device has been developed that prevents the vehicle from being pulled out of the parking range (hereinafter referred to as P range) unless the foot brake of the vehicle is being operated.

This makes it possible to ensure that the foot brake is always depressed during a shift operation.

On the other hand, in order to prevent the vehicle from passing through the neutral range (hereinafter referred to as N range) and being shifted to the reverse range (hereinafter referred to as R range) while driving in the drive range (hereinafter referred to as D range), depending on the speed of the vehicle, A device that prevents movement from the N range toward the R range is also being considered.

[Problem to be solved by the invention]

However, each of these devices is driven by a separate drive section and requires a large number of parts, making it difficult to satisfy both functions in a narrow space near the shift lever.

The present invention has been made in consideration of the above facts, and an object of the present invention is to provide a shift mechanism for an automatic vehicle that can prevent specific shift operations during starting and driving using a single drive unit.

[Means to solve the problem]

The invention according to claim (1) provides a detent plate in which range grooves for a neutral range, a forward travel range, and a reverse travel range are formed, a pin groove accommodated in the range groove, and a shifter by moving the pin groove. An operating means for operating, a cam plate capable of restricting movement of the pin groove, a holding means for holding the cam plate at a specific position, and the holding means is actuated before the vehicle starts traveling. and control means for holding the cam plate and preventing the ping groove from being operated from the neutral range by the cam plate.

The invention according to claim (2) includes a detent plate in which range grooves for a parking range, a neutral range, a forward travel range, and a reverse travel range are formed, a pin groove accommodated in the range groove, and a pin groove. an operating means for moving and performing a shift operation; a cam plate capable of restricting the movement of the pin groove; a holding means for holding the cam plate in two or more positions; and a holding means for holding the cam plate in two or more positions; actuating the cam plate to hold the cam plate in the first position to prevent the ping groove from being operated from the parking range or the neutral range, and actuating the holding means when the vehicle is traveling forward. and control means for holding the cam plate at the second position and preventing the cam plate from operating the pin groove into the reverse travel range.

[Effect]

According to the present invention, in a state before the vehicle starts running, for example, the accelerator pedal is depressed even though the vehicle is stopped, the ignition switch is off,
If the door has been opened, the control means actuates the retaining means to prevent the ping groove from being operated from a parking range or a neutral range by means of a cam plate. It is also possible to lock the shift in the last neutral range only in the parking range.

On the other hand, the function to prevent erroneous operation while the vehicle is running is also controlled by the control means.
Since this can be done by operating the same holding means as described above, the device itself can be made compact.

〔Example〕

1 to 3 show a shift mechanism section 10 for an automatic vehicle according to this embodiment.

A hole 14 is provided in the fan-shaped detent plate 12,
A range groove 16 for each shift range is formed in the outer circular arc portion of the hole 14. Hole 14 has a pin groove 18
is accommodated. This pin groove 18 is moved together with a shift lever 19 as an operating means, so that the shift lever 19 is moved by the pin groove 18.
The shift position will be determined in accordance with the position.

The pin grooves 18 are accommodated in the respective range grooves 16 so that their movement in the arcuate direction is restricted. As shown in Fig. 1, the ranges are P range, R range, N range, D range, 2 range, and L range from the left.
A click (not shown) is provided so that it is fixed.

The bin groove 18 can be moved in the inner arcuate direction of the hole 14 by an operation button 21 attached to a shift lever 19 and used together with the shift lever 19 as operating means. In other words, P range and N
When moving between ranges, between N ranges and N ranges, and between 2nd range and L range, move with the operation button 21 operated (in the direction of arrow C in Figure 1), and move between N range and 2nd range. It is possible to move between them regardless of whether the operation button 21 is operated or not (in the direction of arrow C in FIG. 1).

A cam plate 30 is mounted on this detent plate 12.
．． 32 are arranged in a state where they are overlapped in the thickness direction. The cam plate 30 on the side closer to the detent plate 12 is
It has a horizontally elongated shape corresponding to the hole 14 of the detent plate 12 and the portion surrounding it, and a hole 34 is provided in the center.

As shown in FIGS. 4 and 5, a circular hole 36 is provided near one longitudinal end of the cam plate 30 (on the L range side). The cam plate 30 is coaxial with this circular hole 36.
A cylindrical member 38 is attached to the side surface on the detent plate side.

The detent plate 12 has a substantially U-shaped flange portion 40 formed at its L-range side end, and coaxial circular holes 42 and 44 are provided in respective upright surfaces that are parallel to each other. ing. These circular holes 42.44 have a large diameter on the front side and a small diameter on the back side.
4, the cylindrical member 38 is inserted into the circular hole 42 on the near side. Also, the axially intermediate portion of the cylindrical member 38 (a position separated by approximately the wall thickness of the detent plate 12 from the base)
A groove 46 is formed around the entire circumference, and a C ring 48 is attached to the groove 46. This prevents the axial movement of the cylindrical member 38 and allows the cam plate 30 to rotate around the cylindrical member 38.

Note that a spacer 50 is provided at the base of the cylindrical member 380 to reduce the rotational friction coefficient of the cam plate 300.

A shaft 52 extending perpendicularly from one end side surface of the cam plate 32 in the longitudinal direction is inserted and supported in the hollow portion of the cylindrical member 38 . The tip of this shaft 52 is also inserted and supported into the circular hole 44 on the back side. The cam plate 32 is arranged so as to overlap the cam plate 30, and the cam plate 32 has a horizontally elongated shape.

A spacer 54 is attached to the base of the shaft 52 to allow the cam plate 320 to rotate smoothly.

A groove 56 is formed around the entire circumference at the tip of the shaft 52, and the CI
A J-song 8 is attached to prevent the shaft 52 from moving in the axial direction.

Here, a torsion coil spring 60 is inserted into the outer periphery of the cylindrical member 38, and one end is locked to a part of the outer periphery of the cam plate 32, and the other end is locked to the detent plate side 2. Further, a torsion coil spring 62 is inserted into the tip of the shaft 52, and one end is locked in a notch 64 formed at the tip of the cylindrical member 38, and the other end is locked in the flange 40. As a result, the cam play) 30, 32 is caused by the torsion coil springs 62, 60, respectively, causing the cylindrical member 38 to
, clockwise in Figure 1 with the axis 52 as the center, in the direction of arrow C in Figure 1)
It is designed so that it can be biased and rotated.

As shown in FIGS. 6 to 8, a bin 66 is provided on the detent plate 12 on the rotation locus of the P range side end of the cam plate 30.32, and is driven by a torsion coil spring 60.62. The bias rotation is limited. Further, a circular hole 68 is provided in the detent plate 12 corresponding to the movement locus of the P range side end in the rotational direction against the biasing force of the torsion coil spring 60.62 of the cam plate 30.32. ing. A cylindrical container 70 is disposed in the circular hole 68 . A stopper bin 72 is housed in the housing 70 so as to be movable in the axial direction. This axial movement of the stopper pin 72 causes the large diameter portion of the tip of the stopper pin 72 to advance and retreat on the movement locus of the cam plate 30, 32.

A receiver plate 74 is attached to the rear end of the stopper pin 72, and a compression coil spring 78 is attached between the plate 74 and a rib 76 formed on the outer periphery of the container 70. As a result, the stopper pin 72 is normally moved in the direction of being pulled out of the circular hole 68 by the biasing force of the compression coil spring 78.

A plunger 82 of a solenoid 80 is disposed coaxially with this stopper pin 72. This plunger 82 is
The biasing force of the compression coil spring 84 causes the solenoid 80 to extend when the solenoid 80 is not energized. The compression coil spring 84 has a biasing force stronger than the biasing force of the compression coil spring 78, and moves the stopper pin 72 against the biasing force of the compression coil spring 78.
．． 32 movement trajectories.

Furthermore, when the solenoid 80 is energized, the plunger 82 is drawn in against the biasing force of the compression coil spring 84 due to the excitation force.

As shown in FIG. 9, the solenoid 80 is energized or de-energized by a signal from a microcomputer 86 via a driver 88. A condition setting circuit 90 is connected to the microcomputer 86, and the solenoid 80 is activated in response to a signal from the condition setting circuit 90.
Energization and de-energization of the device are controlled.

The combination as the condition setting circuit 90 is shown below.

First, the configuration of the condition setting circuit 90 when the vehicle starts from a stopped state will be shown.

This is the range position sensor 9 as shown in FIG.
1. This is due to the combination of the ignition switch sensor 92 and the brake sensor 93. The signals of these sensors are connected to the input side of the AND circuit WIr94, and the range position detection sensor 91 detects that the shift position is in the P range, and the ignition switch sensor 92 indicates that the ignition switch is on. is detected, and only when the brake sensor 93 detects that the brake is being operated, a high level signal is output to the microcomputer 86, and the solenoid 80 is energized via the 1 2 coil 88.

Next, the configuration of the condition setting circuit while the vehicle is running is shown.

■ As shown in FIG. 11, the range position sensor 91,
This is due to the combination of the speed sensor 95. The range position detection sensor 91 is connected via a NOT circuit 96, and the speed sensor 95 is directly connected to the input side of an AND circuit 94. A high level signal is output to 86, and the solenoid 80 is energized via the driver 88.

■ As shown in FIG. 12, the range position sensor 91,
This is due to a combination of a speed sensor 95 and a brake sensor 93. These sensors are connected to the input end of the AND circuit 94, and the shift position is in the N range, the speed sensor 95 detects that the vehicle speed is 0 for 1 second, and the brake sensor detects that the brakes are being operated. Only in this case, a high level signal power is output to the microcomputer 86, and the solenoid 80 is energized via the driver 88.

By combining the configuration at the time of starting and the configurations (1) and (2) above, shift operations are restricted when the vehicle starts and while the vehicle is running.

The operation of this embodiment will be explained below.

First, the shift lock at the time of starting will be explained.

As shown in FIG. 1, the shift position is normally in the P range when the engine is started. At this time, when the brake pedal is not depressed, the signal from the condition setting circuit 90 is a low level signal, no signal is output from the microcomputer 86 to the driver 88, and the solenoid 80 is in a de-energized state. It has become. Therefore, the stopper pin 72 is connected to the circular hole 68 of the detent plate 120.
The cam plate 30.32 is protruded from the cam plate 30.32 and placed on the movement trajectory of the cam plate 30.32. Therefore, the cam plate 30.32 is held between the pin 66 and the stopper pin 72.

Therefore, even if an attempt is made to move the pin groove 18 in the inner arcuate direction of the hole 14 by operating the operation button 213 4 , the movement is blocked by the cam plate 30 and cannot be removed from the P range, and the shift lock is activated. That means you are doing it. This prevents the vehicle from being shifted to a driving range such as D range with the accelerator pedal depressed.

Next, to release this shift lock, depress the brake pedal. As a result, a high level signal is output from the condition setting circuit 90 to the microcomputer 86, and the microcomputer 86 operates the driver 88 to energize the solenoid 80. When the solenoid 80 is energized, the plunger 82 is retracted, and the free stopper pin 72 is thereby retracted toward the solenoid 80 by the biasing force of the compression coil spring 78, so that it no longer protrudes from the circular hole 68. Therefore, the cam plate 30
The figure can be rotated counterclockwise freely.

Here, when the operation button 21 is operated, the cam plate 30 is also rotated around the cylindrical member 38 against the urging force of the torsion coil spring 62 in response to this operation, and the pin groove 18 can be moved. By operating the shift lever 19 while operating this operation button 21,
The pin groove 18 can be moved in the R range direction.

Similarly, when the engine is starting and shifted to the N range, the configuration (3) of the condition setting circuit 90 allows the solenoid 80 to be activated only when the speed remains at 0 for one second or more and the brake pedal is depressed. The current is turned on, and the stopper bin 72 is pulled in from the circular hole 68. Therefore,
Otherwise, the movement of the pin groove 18 in the R range direction is blocked by the cam plate 30, and the movement in the D range direction is blocked by the cam plate 32, so that a shift lock state is established.

Next, the case when the vehicle is running will be explained. When the shift position is in the travel range (for example, D range), the condition is not satisfied due to the configuration (2) of the condition setting circuit 90, and the solenoid 80 is de-energized. In this case, the cam plate 32 is rotated counterclockwise in FIG. stops in contact with the side surface of the cam plate 32. On the other hand, since the cam plate 30 is held between the bin 66 and the stopper bin 72, it is prevented from being shifted from the D range beyond the N range to the R range. However, when the speed falls below a predetermined value in the N range, the solenoid 80 is energized by the condition setting circuit configuration (3), so the cam plate 30 can also be rotated.
Can be shifted to R range.

In addition, the reason why the speed is not set to 0 but below a predetermined value in this configuration (■) is to take into account situations where the vehicle would be rocked back and forth to escape when a wheel gets stuck in mud or sand. When driving, there is no problem even if the speed is 0.

In this way, in this embodiment, the single solenoid 80 can prevent specific shift operations during starting and traveling, so the device itself can be made more compact. Therefore, it can be easily installed even in a narrow space near the shift lever 19.

In this embodiment, the condition setting circuit 90 is configured by a combination of the plurality of sensors described above, but other sensors,
For example, a sensor that detects the opening/closing state of a vehicle door, an engine rotation speed sensor, etc. may be used, or these may be used in combination.

In addition, in this embodiment, two cam plates 30 and 32 are used to prevent the shift operation from the parking range and the neutral range before the vehicle starts driving.
As shown in FIG. 3, in the case of the detent plate 12A without a parking range, it is sufficient to prevent operation from the neutral range, and one cam plate 33 may be provided. Incidentally, in FIG. 13, the same components as those in this embodiment are given the same numbers, and the explanation of the construction will be omitted.

〔Effect of the invention〕

As explained above, the shift mechanism for an automatic vehicle according to the present invention has the excellent effect of being able to prevent specific shift operations during starting, driving, and driving using a single drive unit.

[Brief explanation of drawings]

Fig. 1 is a front view of the shift mechanism for an automatic vehicle according to this embodiment, Figs. 2 and 3 are explanatory diagrams showing the shift operation state, Fig. 4 is an exploded perspective view of the cam plate attachment part, and Fig. 5 is a sectional view taken along the ■-V line in Fig. 4, and Fig. 6 is a cross-sectional view taken along the line ■-V in Fig. 1.
-VI line sectional view, Fig. 7 is a sectional view when the stopper pin is retracted in Fig. 6, and Fig. 8 is a sectional view corresponding to Fig. 6 when the cam plate is in the state shown in Fig. 3. , Fig. 9 is a control block diagram, Figs. 10 to 12 are configuration diagrams of the condition setting circuit, and Fig. 13 is a control block diagram of the cam plate.
It is a front view of the shift mechanism in the case of a sheet. DESCRIPTION OF SYMBOLS 10... Shift mechanism part, 12... Detent plate, 18... Pin grooved, 30. 32... Cam plate, 66... Pin, 68... Circular hole, 9 - Stopper pin, ・Solenoid, ・Microcomputer, ・Condition setting circuit.

Claims (2)

[Claims] (1) a detent plate in which range grooves for a neutral range, a forward travel range, and a reverse travel range are formed; a pin groove accommodated in the range groove; and an operating means for moving and shifting the pin groove;
A cam plate capable of restricting movement of the pin groove; a holding means for holding the cam plate at a specific position; and a holding means for operating the holding means to hold the cam plate before the vehicle starts running. A shift mechanism for an automatic vehicle, comprising: control means for preventing operation of the pin groove from a neutral range by a cam plate. (2) A detent plate in which range grooves for a parking range, a neutral range, a forward driving range, and a reverse driving range are formed, a pin groove accommodated in the range groove, and an operating means for moving and shifting the pin groove. , a cam plate capable of restricting the movement of the pin groove;
A holding means is provided to hold the cam plate in the above position, and the holding means is actuated before the vehicle starts running to hold the cam plate in the first position, and the operation from the parking range or neutral range of the pin groove is performed. a control means for preventing operation of the pin grooved to a backward travel range by a cam plate, and actuating the holding means to hold the cam plate in a second position when the vehicle is traveling forward; A shift mechanism for automatic vehicles having .