JPH043151Y2 - - Google Patents

Description

[Detailed description of the invention] Industrial field of application This invention provides the
This relates to a control circuit for a shift lock mechanism that prevents a shift change from the parking range to another range if the brake is not controlled when the ignition switch is turned on.

BACKGROUND ART Conventionally, as a control circuit provided in an A/T control device and a shift lock mechanism of the control device, a structure shown in FIGS. 3 and 4 has been put into practical use. That is, the A/T control lever 10 is rotatably supported by the vehicle body at its lower end, and the control lever 10 has parking range P, reverse range R, and neutral range formed on the position plate 11. A position pin 12 is provided that selectively engages each range position such as range N and drive range D. A lockout lever 13 is pivotally supported near the position plate 11, and the lockout lever 13 is in a lock position where it interferes with the position pin 12 located in the parking range P and prevents the shift lever 10 from changing the shift. (shown by a chain line) and a release position (shown by a solid line) where it is pulled and displaced by the return spring 14. The lockout lever 13 is in contact with the tip of a solenoid pin 16 provided in a solenoid actuator 15 that can freely move forward and backward. As shown, it is interposed between fuse A and relay 18. The relay 18 has a parallel circuit provided with a normally closed contact 19 and a coil 20, and a range switch 21 that is turned on in the parking range P and neutral range N is provided at the downstream end of the parallel circuit. There is. On the other hand, a stop lamp switch 22 and a stop lamp 23 are connected in series to a circuit connected to the power supply via fuse B, and are turned on when the brake pedal is depressed. The downstream end of the coil 20 is connected. In this structure, when the shift lever 10 is moved to the parking range P, one of the shift switches 21 is turned on. Therefore, when an ignition switch (not shown) connected in series with fuse A is turned on, solenoid 17 is energized and solenoid pin 16 is extended. Therefore, the lockout lever 13 is driven to the lock position, and the position pin 12 is prevented from moving from the parking range P to any other range. Next, when the brake pedal is depressed and the stop lamp switch 22 is turned on, a release current flows through the coil 20 and the normally closed contact 19 is turned off. Therefore, the solenoid 17 is demagnetized and the solenoid pin 16 is retracted, thereby pivoting the lockout lever 13 to the release position and allowing the position pin 12 to move to another range. Therefore, when starting, it is possible to shift from parking range P to another range only when the brake pedal is depressed, which can prevent the vehicle from moving due to a creep phenomenon when shifting. It is.

Problems to be Solved by the Invention However, in such a conventional structure, the release signal (current) of the relay 18 is transmitted to the fuse B.
If the fuse B blows, the coil 20 will not be energized and the normally closed contact 19 will remain in the ON state even if the stop lamp switch 22 is turned ON. . Therefore, the solenoid 17 continues to be energized,
The lockout lever 13 is maintained in the locked position. Therefore, when changing a shift from the parking range P to another range, the lockout lever 13 may interfere with the position pin 12, making the shift change operation difficult.

The present invention was developed in view of these conventional problems, and is a shift lock mechanism for an automatic transmission that allows the shift lever to be operated even if the fuse provided in the stop lamp switch circuit blows out. The purpose is to provide a control circuit.

Means for Solving the Problems In order to solve the above-mentioned problems, in the present invention, a shift lever connected to the automatic transmission is rotatably provided, and the shift lever has a position control mechanism. There are position pins formed on the plate that engage with each range position such as parking range P, reverse range R, neutral range N, and drive range D. of the switch
A lock means is provided which operates the lock when the stop lamp switch is ON as a first condition and prevents the shift lever from changing the shift. A relay is provided to release the In such a structure, the relay has a normally open relay contact, is energized by the first condition to drive the normally open relay contact to close, and is demagnetized by the first and second conditions to drive the normally open relay contact to close. It consists of a relay solenoid that is driven to open.

Operation In the above configuration, when the shift lever is set to the parking range position and the ignition switch is turned on, the first condition is satisfied and the relay solenoid is energized. Therefore, the normally open relay contact is driven to close, and the locking means is locked to prevent the shift lever from changing the shift. Next, when a second condition in which the stop lamp switch is turned on is added to the first condition, the relay solenoid is demagnetized and the normally open relay contact is driven open.
As a result, the locking means is released from the locking operation, and it becomes possible to change the shift of the shift lever.

Furthermore, if a disconnection occurs in the circuit in which the relay is provided, such as due to a fuse blowing out, the first
Regardless of the second condition, the relay solenoid is left demagnetized so that the normally open relay contacts remain open. Therefore, the locking means stops without locking, and the shift lever can be freely changed.

Embodiment An embodiment of the present invention will be described below with reference to the drawings. That is, as shown in Fig. 2, A/T
The shift lever 30 is rotatably supported by the vehicle body 31 at its lower end, and the shift lever 30 has parking range P, reverse range R, neutral range N, and drive range formed on the position plate 32. A position pin 33 is provided that selectively engages each range position of range D, second speed range 1, and first speed range 2. A parking range switch 34 is attached to the position plate 32, and a projecting piece 35 is fixed to the shift lever 30, which abuts the parking range switch 34 at the parking range P position. A solenoid actuator 36 serving as a locking means is pivotally supported near the position plate 32, and the solenoid actuator 36 is biased toward the position plate 32 by a spring 37. . or,
This solenoid actuator 36 is provided with a solenoid pin 38 that is energized and moves forward and backward, and a stopper 39 that comes into contact with the end surface of the position plate 32 is attached to the upper end of the solenoid actuator 36. It is worn.

On the other hand, as shown in FIG. 1, the drive solenoid 40 provided in the solenoid actuator 36 is connected to the battery power supply BATT via the ignition switch SW ₁ , fuse A, and A/T control unit 41. The stop lamp 42 is connected to a battery power supply BATT via a fuse B and a stop lamp switch _SW2 . The A/T control unit 41 is provided with a relay 43.
is provided with a normally open relay contact 44 connected in series to the drive solenoid 40. Furthermore, the relay 43 is provided with a relay solenoid 45. One end of the relay solenoid 45 is connected to the upstream side of the stop lamp switch _SW1 , and the other end is connected to the stop lamp switch _SW1 through a Zener diode ZD1 and a diode _D1 . Connected downstream of plump switch SW ₂ . Upstream of the normally open relay contact 44,
The parking range switch 34, which is turned off when the shift lever 30 is located in the parking range P, is connected via parallel resistors R ₃ and R ₄ . Furthermore, the A/T control unit 41
A transistor Tr ₁ is provided, and the base of the transistor Tr ₁ is connected to the downstream side of the parallel resistors R ₃ and R ₄ via a resistor R ₂ . or,
The collector of the transistor Tr ₁ is connected between the relay solenoid 45 and the Zener diode ZD ₁ , and a resistor R ₁ and a capacitor C ₁ are connected in parallel between the connector and the base.

In this embodiment having the above configuration, when the shift lever 30 is placed in the parking range P and the ignition switch SW ₁ is turned on, the first condition is satisfied and the relay solenoid 45 is energized. Therefore, the normally open relay contact 44 is driven to close, and the solenoid pin 38 of the solenoid actuator 36 is locked as shown in FIG. 2A, and advances below the position pin 33 at the parking range P position. Therefore, the shift lever 30 is prevented from shifting from the parking range P to another range.

Next, when the driver depresses the brake pedal (not shown), the stop lamp switch _SW2 is turned on, and in addition to the first condition, the second condition is satisfied. Then, the stop lamp 42 lights up, and the potential on the side of the relay solenoid 45 decreases, so that the relay solenoid 45 is demagnetized. The normally open relay contact 44 is therefore driven open and the solenoid pin 38 is retracted as shown in FIG. 2B. Therefore, the position pin 33 can be moved without interfering with the solenoid pin 38, and by pressing the knob (not shown) provided at the upper end of the shift lever 30 and rotating the shift lever 30, the position pin 33 can be moved. , the shift lever 30 can be shifted to drive range D, for example. At this time, according to the second condition, the brake pedal is depressed and braking is being performed.
Even if the shift is made to drive range D, the vehicle will not move forward due to the creep phenomenon.

Next, assuming that fuse B is blown, supply of power current to relay solenoid 45 becomes impossible, and relay solenoid 45 is left in a demagnetized state regardless of the first and second conditions. . Therefore, the normally open relay contact 44 remains open and the solenoid pin 38 continues in the retracted state shown in FIG. 2B. Therefore, the driver can freely shift the shift lever 30 in the same way as a normal A/T control device, and can continue driving. The same applies even if the points shown in the circuit diagram of FIG. If the solenoid actuator 36 is disconnected, the solenoid actuator 36 will function normally.

Furthermore, as shown in Fig. 2C, the reverse range R
When shifting from to parking range P, if the solenoid pin 38 advances just before the shift lever 30 reaches the parking range P position, the solenoid actuator 3
6 rotates in the direction of the arrow against the spring 37,
The position pin 33 can now reach the parking range P.

Effects of the invention As explained above, this invention turns the ignition switch ON first in the parking range.
A locking means is provided which locks as a condition and prevents a shift change of the shift lever, and the locking means includes a relay that releases the locking operation under the first condition and the second condition that the stop lamp switch is ON. In the structure in which the relay is provided with a normally open relay contact, the normally open contact is driven to close according to a first condition, and the normally open relay contact is driven to open according to the first and second conditions. It is now composed of a relay solenoid. Therefore, if a fuse blowout or other disconnection occurs in the circuit in which the relay is installed, the relay solenoid is left in a demagnetized state and the normally open relay is The contacts remain open. Therefore, the locking means stops without locking, and the shift lever can be freely changed. Therefore, it is possible for the driver to carry out a shift change in the same way as an A/T control device not equipped with a normal shift lock system and continue driving without any trouble.

[Brief explanation of the drawing]

Figure 1 is a circuit diagram showing one embodiment of the present invention;
Figures A, B, and C are side views showing the structure and function of the A/T control device used in this embodiment, Figure 3 is a side view of a conventional control device, and Figure 4 is a control circuit diagram of the same device. be. 10,30...shift lever, 11,32...
Position plate, 12, 33... Position pin, 36... Solenoid actuator (locking means), 43... Relay, 44... Normally open relay contact, 45... Relay solenoid, P... Parking range, SW ₁ ...Ignition switch,
SW ₂ ……Stotsu Plump Switch.

Claims (1)

[Scope of utility model registration request] A shift lever linked to the automatic transmission is rotatably provided, and the shift lever is provided with a position pin that engages with each range position formed on a position plate. In the vicinity of the parking range, a lock is activated with the ignition switch turned on as the first condition,
A locking means for preventing a shift change of the shift lever is provided, and the locking means is provided with a relay for releasing the locking operation when the first condition and the ON of the stop lamp switch are set as a second condition. The relay includes a normally open relay contact and a relay solenoid that drives the normally open relay contact to close in response to the first condition and opens the normally open relay contact in response to the first and second conditions. A shift lock mechanism control circuit for an automatic transmission, characterized in that: