JPH05296340A - Automatic transmission for automatic - Google Patents

Abstract

PURPOSE:To hold a transmission surely and quickly without troubling occupants at the time of collision of a vehicle. CONSTITUTION:An automatic transmission for an automobile is provided with a transmission 1 provided with a shift changing driven section 3, a motor 7 for making shift change by driving the driven section 3 through a specified wire device 5, a shift operation knob 33 for inputting command signals for shift changing and a controller 35 for sending output signals for shift changing to the motor 17 by the input from the shift operation knob 33. IN addition, detectors 9, 11, 13, 25 and 29 for detecting the wire device 5 receives force in a shift changing direction caused by the shock of a vehicle and a controller 35 for compensating controlling the transmission 1 so as to hold the transmission 1 at a set position based on the signals from the detectors 9, 11, 13, 25 and 29.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for automobiles.

[0002]

2. Description of the Related Art A conventional automatic transmission of this type is shown in FIG. 7, for example (Japanese Patent Laid-Open No. 62-244).
No. 728).

That is, the automatic transmission 101 is automatically controlled according to the state of the shift change operating means and other vehicle states, and the first detecting means 103,
It is provided with a first control means 105, a second detection means 107, and a second control means 109. Then, when the first detection means 103 detects that the parking brake is in the activated state, the first control means 105 controls the transmission 101 to the neutral state. Further, when the second detecting means 107 detects an initial operation for returning the parking brake from the operating state to the operated state,
The second control unit 109 controls the automatic transmission 101 so as to release the neutral state.

Therefore, unlike the technology of automatically determining the stop state of the vehicle based on the operating state of the accelerator pedal or the brake pedal and the vehicle speed, the neutral state is unnecessarily switched to during a traffic jam or a slight stop. Since the switching is frequently performed without being changed, it is possible to eliminate the dissatisfaction that the reaction of the vehicle becomes slow to the driving operation.

[0005]

However, in such a structure, since the automatic transmission 101 is held in the neutral position when the parking brake is operated, the operation of the occupant, which is the operation of the parking brake, is always involved. When a force is applied irrespective of the operation unit such as, a quick operation according to the situation is required, and there is a problem that the operation is complicated.

Therefore, an object of the present invention is to provide an automatic transmission for a vehicle which can be held in a set position without requiring a separate operation of an occupant in the event of a vehicle collision.

[0007]

In order to solve the above problems, the present invention provides a transmission CL1 having a driven portion for shift change as shown in FIG. 1, and a predetermined interlocking mechanism for the driven portion. A motor CL2 which is driven via the above to perform a shift change, an input means CL3 for inputting a command signal for shift change, and a control means CL4 for sending an output signal for shift change to the motor CL2 by an input from the input means CL3. And a detection means CL5 for detecting that the interlocking mechanism receives a force in the shift change direction due to a vehicle collision, and a correction for holding the transmission CL1 at a set position based on the detection of the detection means CL5. Hold means CL to control
6 and 6 are provided.

[0008]

According to the above construction, when a shift change command signal is input by the input means, the control means sends an output signal for shift change to the motor. By this signal, the motor drives the driven part via the interlocking mechanism, and shifts the transmission. Then, when the detecting means detects that the interlocking mechanism receives a force in the shift change direction due to the collision of the vehicle, the holding means performs the correction control so as to hold the transmission at the set position.

[0009]

Embodiments of the present invention will be described below.

FIG. 2 is a system diagram showing the overall structure of an automatic transmission for an automobile according to an embodiment of the present invention. The transmission 1 (CL1) includes a manual lever 3 as a driven part. A first bracket 7 that supports one end of a wire device 5 as an interlocking mechanism is arranged near the manual lever 3. The first bracket 7 is fixed to the transmission 1. And the first
The outer 5a of the wire device 5 is supported by the bracket 7,
The inner 5b is connected to the manual lever 3.

A first detector 9 for detecting the movement of the first bracket 7 is attached to the first bracket 7, and a second detector 11 for detecting the movement of the first bracket 7 is attached to the inner bracket 5b of the wire device 5. Is attached with a third detector 13 for detecting its movement. The first, second, and third detectors 9, 11, and 13 are composed of, for example, triaxial accelerometers, and are attached so that the directions of the respective axes are the same. Therefore, the first, second and third detectors 9, 11, 13 constitute a detecting means CL5 for detecting that the wire device (interlocking mechanism) 5 receives a force in the shift change direction due to the collision of the vehicle. ing.

On the other hand, a motor 17 is mounted on the vehicle body 15 side to drive the manual lever 3 which is a driven portion through a wire device 5 which is an interlocking mechanism to perform a shift change. The motor 17 is attached to the vehicle body 15 via a motor bracket 19. The motor 17 is provided with a drive lever 21. A second bracket 23 is attached to the motor bracket 19.
The outer bracket 5 of the wire device 5 is attached to the second bracket 23.
The other end of a is supported and the inner 5b is connected to the drive lever 21. A fourth detector 25 for detecting the movement is attached to the motor bracket 19, and in the vicinity of the second bracket 23, the inner 5b of the wire device 5 is attached.
A fifth detector 27 for detecting the movement is attached to
A sixth detector 29 for detecting the movement is attached to the vehicle body 15. These fourth, fifth and sixth detectors 25, 2
Reference numerals 7 and 29 are composed of 3-axis accelerometers and are attached so that the directions of the respective axes are the same.

Further, the steering wheel 31 in the vehicle compartment
A shift operation knob 33 is provided as an input means CL3 for inputting a command signal for shift change in the vicinity of. The command signal from the shift operation knob 33 is input to the control device 35 as the control means CL4. The control device 35 sends an output signal for shift change to the motor 17 by an input from the shift operation knob (input means) 33.

Further, the control device 35 detects the first, second and third detectors (detecting means) 9, 11, 13 or the fourth, fifth and sixth detectors (detecting means) 25, 27, 29. On the basis of the above, the holding means CL6 is configured to perform correction control so as to hold the transmission 1 at the set position.

The controller 35 is further provided with a warning device 3.
7, a vehicle speed detector 39, and a brake detector 41 are connected. The vehicle speed detector 37 detects a stopped state, and the brake detector 41 detects an operation of a foot brake or a parking brake and inputs the operation to the control device 35.

Next, the operation will be described.

First, the operation in the normal state will be briefly described. When the shift operation knob 33 is operated to input a predetermined shift change command signal to the control device 35, the control device 35 causes the motor 17 to perform the shift change operation. Send the output signal. The motor 17 rotates according to this signal and drives the drive lever 21. The inner lever 5b of the wire device 5 is pushed or pulled by the drive of the drive lever 21, and the manual lever 3 is operated to a predetermined position. As a result, the transmission 1 is in the shift position according to the command signal for shift change.

On the other hand, at the time of a vehicle collision, the collision is detected and the transmission 1 does not require the operation of an occupant.
It is held at the set position. That is, FIG.
As shown in FIG.
A peak gain of about 0 times occurs. Therefore, the rapid rising of the vehicle body G and its peak G are detected by the sixth detector 29, and are taken into the control device 35 to make the determination. Then, when it is detected that the wire device 5 receives a force in the shift change direction due to the collision of the vehicle, the transmission 1 is held at the set position. Therefore, the occupant can hold the transmission 1 at the set position, for example, the neutral N without any trouble.

When the wire device 5 receives an input in the shift change direction due to a vehicle collision, for example, the vehicle body 15 near the mounting portion of the motor 17 is deformed, the mounting of the transmission 1 is moved, or the wire device is moved. 5 may be suddenly pulled on the way, or the shift operation knob 33 may be moved.

In this embodiment, a case where the wire device 5 receives a force due to deformation of the vehicle body 15 will be described.

This will be described with reference to the flowcharts of FIGS.

When the control device 35 judges the collision of the vehicle by the input from the sixth detector 29, the flowcharts of FIGS. 4 and 5 are started.

First, in step S ₁ , it is judged whether or not the force acting on the wire device 5 is due to a collision. This is because the three-axis accelerometers of the first, second and third detectors 9, 11, 13 or the fourth, fifth and sixth detectors 25, 27, 29 have the same axial direction at the time of collision. , By determining its directionality. That is, when the attachment setting of the motor bracket 19 and the vehicle body 15 at the time of collision is moved by the deformation due to the collision and is transmitted to the wire device 5 as an abrupt movement, G from the sixth detector 29 and the fourth detector 25.
The directionality of the waveform is reversed. In addition, the fourth detector 25 and the fifth detector
The direction of the G waveform is the same as that of the detector 27, and there is a sharp rise. Therefore, by discriminating these, it is possible to determine whether the force acting on the wire device 5 is caused by a collision.

Further, even when the wire device 5 is pulled in the middle of the path, the movement of the wire device 5 can be detected by the fifth detector 27 and the sharp rise can be discriminated.

Similar discrimination is made by the first, second and third detectors 9,
The same applies to 11 and 13. That is, the first
The detector 9 corresponds to the fourth detector 25, the second detector 11 corresponds to the sixth detector 29, and the third detector 13 corresponds to the fifth detector 27. Therefore, similarly, the determination in step S ₁ can be performed by determining the directionality of the acceleration and the sharp rise.

Next, at step S ₂ , it is considered that a trouble of gear shift due to a collision or the like has occurred, and the routine proceeds to step S ₃ to give a warning to urge the vehicle to stop. Therefore, the control device 35
A signal is sent from the device to the warning device 37, and an alarm for stopping the vehicle or blinking of a lamp is given.

Next, at step S ₄ , it is judged if the vehicle speed is 0 or not. This judgment is made by the input from the vehicle speed detector 39. If the vehicle is stopped by the warning in step S ₃ , it is determined that the vehicle speed is 0. Then, the process proceeds to step S ₅ and it is determined whether the foot brake or the parking brake is operated. This judgment is made by the input of the brake detector 41. If the brake operation is not performed, the process returns to step S ₃ , and if the brake operation is performed, the process proceeds to step S ₆ and the transmission 1 is held at the neutral N position. This hold is performed by sending a signal from the control device 35 to the motor 17, and is performed by driving the drive lever 21 with a corrected amount that anticipates that the wire device 5 is receiving a force. The correction amount can be obtained from the magnitude of the acceleration G detected by the third detector 13 or the sixth detector 29.

Next, when it is determined in step S ₄ that the vehicle speed is not 0, the process proceeds to step S ₇ and it is determined whether or not the position of the transmission 1 is the reverse R position. If it is determined that the reverse R, the process proceeds to step S _8, the transmission 1 manual lever 3 so that the neutral N position is driven by the output signal from the controller 35 to the motor 17. Next, at step S ₉ , it is judged whether or not the transmission 1 is in the neutral N position,
If it is in the neutral N position, step S
_{At 10} the position is held.

If it is determined in step S ₇ that the reverse R position is not set, the process proceeds to step S _{11 in} FIG. 5 to determine whether it is the neutral N position. If it is neutral N, the position is held in step S _12. It

If it is determined in step S ₁₁ that the neutral N position is not set, the process proceeds to step S ₁₃ and it is determined whether or not the drive D position is set. If drive D position, the process proceeds to step S _14, the position is held.

If it is determined in step S ₁₃ that the drive is not in the D position, the process proceeds to step S ₁₅ and the second 2
It is judged whether it is a position or not. If it is the second 2 position, the process proceeds to step S ₁₆ and the position is held.

[0032] In step S _15, if it is determined not to be the second 2-position proceeds by first one position determined whether to step S ₁₇ is performed. If first the one position, the process proceeds to step S _18, the position is held.

[0033] If it is determined not to be the first one position at step S _17, the following is repeated step S ₃ in Fig.

In this way, in the event of a vehicle collision, etc., the neutral N position or drive D, the second 2,
Since the vehicle is automatically held in any of the first 1 positions, the occupant does not have to perform any operation, and can perform a proper and quick hold.

FIG. 6 shows a modification of mounting the motor bracket 19 to the vehicle body 15. In this modification, the vehicle body 1
The mounting rigidity of the motor bracket 19 with respect to
The mounting rigidity of the bracket 7 to the transmission 1 is made smaller. Therefore, when the vehicle body is deformed or when the wire device 5 is pulled in the middle, the mounting position on the motor 17 side is shifted so that the manual lever 3 is not directly affected.

That is, the motor bracket 19 is provided with a bolt support hole 43, and an escape hole 45 is provided around the bolt support hole 43. The deformable portion 47 is provided between the bolt support hole 43 and the escape hole 45.

Therefore, in the normal state, the motor bracket 1
9 is supported by the bolt 49 in the bolt support hole 43,
It is fastened and fixed to the vehicle body 15 side. When the vehicle body 15 is deformed and a load is applied to the motor bracket 19,
The deformable portion 47 around the bolt support hole 43 is deformed, and the bolt 49 can relatively enter the escape hole 45. Therefore, the mounting position of the motor bracket 19 with respect to the vehicle body 15 is corrected so that the manual lever 3 is not directly affected.

[0038]

As is apparent from the above, according to the structure of the present invention, when it is detected that the interlocking mechanism receives a force in the shift change direction due to a collision of a vehicle, the transmission is automatically set to the set position. Since the occupant's hand is held, the occupant's hand can be securely and quickly held without any trouble.

[Brief description of drawings]

FIG. 1 is a configuration diagram of the present invention.

FIG. 2 is a system diagram according to an embodiment of the present invention.

FIG. 3 is a graph showing a collision G.

FIG. 4 is a flowchart according to an embodiment of the present invention.

FIG. 5 is a flowchart according to an embodiment of the present invention.

FIG. 6 is a side view showing a modified example of mounting a motor bracket, according to one embodiment of the present invention;
FIG. 6 is a plan view showing a bolt support hole of a motor bracket.

FIG. 7 is a block diagram according to a conventional example.

[Explanation of symbols]

1 Transmission (CL1) 5 Wire Device (Interlocking Mechanism) 9 First Detector (CL5) 11 Second Detector (CL5) 13 Third Detector (CL5) 17 Motor (CL2) 25 Fourth Detector (CL5) 27 Fifth detector (CL5) 29 Sixth detector (CL5) 33 Shift operation knob (input means CL3) 35 Control device (control means CL4, hold means CL
6)

Claims (1)

[Claims] 1. A transmission having a driven portion for shift change, a motor for driving the driven portion through a predetermined interlocking mechanism to perform a shift change, and an input means for inputting a command signal for shift change. And a control means for transmitting an output signal for shift change to the motor by input from the input means, and detecting means for detecting that the interlocking mechanism receives a force in the shift change direction due to a collision of a vehicle. An automatic transmission for an automobile, comprising: and a holding means for performing correction control to hold the transmission at a set position based on the detection of the detection means.