JPH0534995Y2 - - Google Patents

Description

[Detailed explanation of the invention] [Field of industrial application] This invention smoothly suppresses the vehicle speed without applying the brakes when the vehicle speed increases more than necessary due to changes in road conditions while in the D range. This invention relates to an engine brake operating mechanism in an automatic transmission.

[Prior Art] For example, as disclosed in Japanese Unexamined Patent Application Publication No. 58-21049, when the accelerator pedal is depressed deeply in the case of sudden acceleration to overtake a vehicle, an automatic transmission has a
It is equipped with a kick-down mechanism that automatically shifts down to increase the gear reduction ratio and enhance acceleration. The above-mentioned kick-down mechanism is activated by a switch provided near the maximum amount of depression of the accelerator pedal, and is merely intended to provide smooth acceleration operation.

As shown in FIG. 3, in the above kickdown mechanism, the throttle valve lever 7 and the operating portion of the kickdown valve 20 are connected by a cable 10 inserted through an outer tube 12. That is, one end of the cable 10 is connected to a kickdown valve 20, and the other end is connected by a pin 9 to a throttle valve lever 7 that rotates together with a valve shaft 6 of a throttle valve of the carburetor. Outer tube 24 with both ends fixed to fixed parts of the vehicle body
One end of the cable 23 inserted through is connected to the throttle valve lever 7 by a pin 8, and the other end is connected to an accelerator pedal 26. Therefore, when the accelerator pedal 26 is depressed deeply, the cable 23 is pulled, the throttle valve lever 7 is rotated clockwise, and the cable 10 is pulled. At this time, the kickdown valve 2
0 moves into the kick-down operating range and a downshift of the range of the automatic transmission is achieved.

In the kickdown mechanism disclosed in Japanese Utility Model Application No. 58-135325, the switch closes even when the brake pedal is depressed, and the kickdown mechanism is activated. This kickdown mechanism utilizes the kickdown mechanism as an auxiliary device in order to obtain a strong braking force during deceleration. Therefore, when the vehicle speed tends to increase more than necessary due to changes in road conditions even with normal accelerator operation amount, it is possible to suppress the increase in vehicle speed and maintain an appropriate vehicle speed by using any of the above conventional technologies. Even if I try, I can't reach it.

With conventional automatic transmissions, in order to suppress the increase in vehicle speed and maintain a proper vehicle speed on a downhill road, it is necessary to press the brake pedal or downshift the shift lever from the D range to the 2nd range. Selecting the shift lever to the 1st or 2nd range is a complicated operation, and if the brakes are applied frequently, there is a risk that the brake fluid will vapor lock.

When downshifting, the user generally presses the pushbutton to select the shift lever from the D range to the 2nd range, but if the pushbutton is pressed down, there is a risk of shifting too far to the 1st range. If the shift lever is moved too far into the 1st range, excessive engine braking will be applied against the driver's will, potentially causing the vehicle to spin out on slippery roads.

Conversely, when selecting the shift lever from 2 range to D range in order to accelerate, if the driver depresses the accelerator pedal without realizing that the shift lever has gone too far into N range, the engine will enter a no-load, high-speed rotation state, and if the driver hastily returns the shift lever to D range, a shock will be applied to the vehicle, causing discomfort to the occupants.

As mentioned above, with a typical automatic transmission, if you put the shift lever in the D range, you can freely increase or decrease the vehicle speed even on a slope by simply operating the accelerator pedal, but when going down a steep slope, engine braking is applied. Move the shift lever one step down from D range to 2
It is necessary to select the range or 1 range, and the selected range depends on the amount of operation of the shift lever using the push button, and inexperienced drivers often do not select the shift lever to the desired range.

[Problems to be solved by the invention] In view of the above-mentioned problems, the purpose of the invention is to suppress the increase in vehicle speed by activating the kick-down mechanism using a solenoid even if the shift lever is left in the D position on a steep downhill road. An object of the present invention is to provide an engine brake operating mechanism for an automatic transmission that is easy to operate.

[Means for Solving the Problems] In order to achieve the above object, the configuration of the present invention is such that a relay lever is supported by a support shaft between the throttle valve lever and the kick-down valve on the vehicle body wall, and the relay lever is provided with a kick-down valve. The valve operating rod is connected, and the relay lever is provided with a long hole in the circumferential direction around the support shaft, and the sliding pin and the throttle are connected to the end of the long hole on the throttle valve lever side when the throttle valve lever is in the idle position. A cable was connected to the valve lever, a solenoid that operated the kick-down valve was connected to the relay lever, and a switch that closed when the accelerator pedal was released was connected in series to the solenoid's energizing circuit and a manual engine brake switch. It is something.

[Function] For example, when driving down a long downhill road, if you close the engine brake switch in advance, when you release the accelerator pedal, the switch closes, the solenoid is energized, the relay lever is rotated, and the kickdown valve is activated. , the reduction ratio of the automatic transmission increases and engine braking is applied. Therefore, engine braking can be easily activated by simply operating the accelerator pedal without operating the shift lever.

[Embodiment of the invention] As shown in FIG. 1, a switch 26 that closes when the accelerator pedal 26 is released is provided near an accelerator pedal 26 that is rotatably supported by a support shaft 25.
a is arranged. The accelerator pedal 26 is connected to the throttle valve lever 7 by a cable 23 inserted through the outer tube 24. The throttle valve lever 7 is connected to the valve shaft 6 of the throttle valve, and adjusts the opening degree of the throttle valve by operating an accelerator pedal 26.

One end of the cable 10 inserted into the outer tube 12 is connected to the throttle valve lever 7 by a pin 9, and the other end is connected to a sliding pin 10a engaged with a long hole 13 of a relay lever 15. The relay lever 15 is rotatably supported by a support shaft 17 on a fixed portion of the automatic transmission. The relay lever 15 is connected to one end of the operating rod 19 by a pin 18. Operation rod 1
The other end of 9 is connected to the actuating part of the kick-down valve 20 and is actuated against the force of a spring 21.

According to the present invention, the relay lever 15 is disposed between the cable 10 and the kick-down valve 20 so as to be movable within a predetermined range, and the relay lever 15 is operated independently of the operation of the accelerator pedal 26 by the solenoid 14. It is considered operational. The solenoid 14 constitutes a so-called electromagnetic actuator, and when the solenoid 14 is energized, the rod 30 connected to the relay lever 15 by the pin 16 is attracted to the right, and the relay lever 15 rotates clockwise around the support shaft 17. direction, and the kickdown valve 20 is activated.

As shown in FIG. 2, the energizing circuit of the solenoid 14 connects the aforementioned accelerator pedal
6, a manual engine brake switch 28, and a solenoid 14.
It is constructed by connecting these in series. Engine brake switch 28 is manually closed when engine braking is required.

Next, the operation of the engine brake operating mechanism according to the present invention will be explained. During normal driving, for example, when accelerating to overtake on a flat road or driving uphill, when the accelerator pedal 26 is deeply depressed, the throttle valve lever 7 is rotated clockwise, and the throttle valve is moved to the fully open position. Then, the relay lever 15 is rotated clockwise about the support shaft 17 by the cable 10 via the sliding pin 10a, the operating rod 19 of the kickdown valve 20 is pulled, and the automatic transmission is shifted down. The drive torque of the wheels is increased. At this time, the rod 30 of the solenoid 14 follows the relay lever 15 and moves freely.

By the way, in a vehicle equipped with a manual transmission, engine braking is applied to some extent when the accelerator pedal is released even without downshifting. However, in a vehicle equipped with an automatic transmission, even if a proper vehicle speed can be obtained on a normal flat road by operating the accelerator pedal 26 in the D range, the accelerator pedal 26 does not reach the correct speed on a downhill road.
Even if the vehicle is released, the vehicle speed will naturally increase.

In this invention, the engine brake switch 2 is
8 in the closed state, when the accelerator pedal 26 is released in FIG.
is closed, the power supply battery 4 energizes the solenoid 14, and the rod 30 is pulled to the right in FIG. Therefore, the relay lever 15 is connected to the support shaft 17.
The automatic transmission is rotated clockwise around the center, and the kick-down valve 20 is pulled to the right to work, shifting down the range of the automatic transmission and applying strong engine braking. At this time, the sliding pin 10a stops at that position and relatively slides along the elongated hole 13 of the relay lever 15.

Although the present invention utilizes the kickdown valve 20 of a conventional kickdown mechanism, a dedicated kickdown valve provided inside the automatic transmission may be operated by a solenoid.

[Effects of the invention] As described above, the present invention supports the relay lever between the throttle valve lever and the kick-down valve on the vehicle body wall by a support shaft, connects the operating rod of the kick-down valve to the relay lever, and connects the relay lever to the relay lever. A long hole is provided in the circumferential direction around the support shaft, and a cable is connected between the sliding pin that engages with the edge of the long hole on the throttle valve lever side when the throttle valve lever is at its idle position, and the throttle valve lever. ,
A solenoid that operates a kick-down valve is connected to the relay lever, and a switch that closes when the accelerator pedal is released and a manual engine brake switch are connected in series to the solenoid's energizing circuit, so it has the following effects. can get.

For example, when driving down a long downhill slope, if you close the engine brake switch in advance, the switch will close as soon as you release the accelerator pedal, and the kickdown valve will work.

The driver does not need to press the brake pedal, but simply releases the accelerator pedal to downshift the range of the automatic transmission, making it easy to operate, suppressing increases in vehicle speed, and maintaining a proper vehicle speed. It's safe.

In particular, the range of the automatic transmission is automatically shifted by operating the accelerator pedal instead of relying on the brake pedal, which reduces the frequency of brake pedal use and prevents brake fluid from becoming paper-locked when driving downhill for long periods of time. Accidents such as this can be prevented.

[Brief explanation of the drawing]

FIG. 1 is a side view showing a schematic configuration of an engine brake operating mechanism in an automatic transmission according to the present invention;
FIG. 2 is an electric circuit diagram of the engine brake operating mechanism, and FIG. 3 is a side view showing a schematic configuration of a conventional kickdown mechanism. 4... Power battery, 7... Throttle valve lever, 1
0...Cable, 10a...Sliding pin, 13...
Long hole, 14... Solenoid, 15... Relay lever, 19... Operation rod, 20... Kick down valve, 26... Accelerator pedal, 26a... Switch, 28... Engine brake switch, 30...
...Rotsud.

Claims (1)

[Scope of utility model registration request] A relay lever is supported by a support shaft between the throttle valve lever and the kick-down valve on the vehicle body wall, the operation rod of the kick-down valve is connected to the relay lever, and a long hole in the circumferential direction around the support shaft is connected to the relay lever. established,
A cable is connected between the throttle valve lever and the sliding pin that engages with the edge of the long hole on the throttle valve lever side when the throttle valve lever is at its idle position, and a solenoid that operates the kick-down valve is connected to the relay lever. An engine brake operating mechanism for an automatic transmission, characterized in that a switch that closes when the accelerator pedal is released and a manual engine brake switch are connected in series to an energizing circuit.