JPH0640514U - Electric AT change - Google Patents

Abstract

(57) [Summary] [Purpose] To provide an electric AT change capable of preventing deterioration of durability and generation of noise while ensuring transmission switching accuracy. A locking member is formed at a rotational position corresponding to each shift range of one gear in a gear group that shifts a driving force of an actuator and transmits it to a transmission, and a spring member is provided at the time of changing the shift range. The lock member is disengaged from the lock portion by the lock control means, and when the transmission reaches a predetermined shift range, the lock control means controls the lock actuator to engage the lock member with the lock portion of the gear to prevent rotation of the gear. On the other hand, an elastic body having a predetermined elasticity is provided between at least one gear of the gear group and its mounting shaft to stop the lock member from receiving an impact due to the engagement with the locking portion. It is characterized in that it is absorbed or attenuated.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to an electric AT change for electrically performing a gear shift operation, and more particularly to an electric AT change for preventing impact and noise while ensuring high switching accuracy.

[0002]

[Prior art]

 In a conventional vehicle, a gear shift operation device is generally used, which transmits a change lever operation to a transmission by a cable or a rod to perform a gear shift operation. On the other hand, with the recent breakthrough in computer technology, a variable speed range is selected by operating a switch, and a drive signal is generated based on the selection of a variable speed range to drive an actuator, and the transmission is parked P, reverse R, neutral N. , AT, D, SECOND S, or LOW L gear shift ranges have been put into practical use (see, for example, Japanese Utility Model Laid-Open No. 60-168629).

[0003]

[Problems to be solved by the device]

 By the way, in this type of electric AT change, when a drive motor is used for the actuator, if the gear change range is changed due to the structure of the motor, the transmission exceeds the predetermined stop position due to the rotational inertia force, that is, There is a tendency for overrun and stop, which complicates motor control and causes problems in transmission switching accuracy. In order to solve the above-mentioned problems, the applicant of the present application forms a locking portion at a rotational position corresponding to each gear shift range of one gear of the gear group that shifts the driving force of the actuator, and the transmission has a predetermined size. When the gear shift range has been reached, the lock member is engaged with the locking portion of the gear to stop the rotation of the gear, thereby developing and applying for an electric AT change that improves the switching accuracy of the transmission. It was However, in such an electric AT change, when the rotation of the gear is suddenly stopped by the lock member in order to secure the switching accuracy, the impact of the engagement of the lock member acts on the gear group, which is not preferable in terms of durability. It turned out to be noisy. In this situation, the present invention aims to provide an electric AT change that secures high switching accuracy, reduces the impact of impact on gears, secures durability, and prevents noise generation. And

[0004]

[Means for Solving the Problems]

 Therefore, the electric AT change according to the present invention is an electric AT change in which a switching signal is generated from a switch operating unit to drive an actuator and the transmission is switched to a predetermined shift range. While shifting the driving force and transmitting it to the above-mentioned transmission, a locking portion is formed at a rotation position corresponding to each gear shift range of one gear, and a predetermined elasticity is provided between at least one gear and its mounting shaft. A gear group in which an elastic body is interposed, a lock member releasably provided in the locking portion of the gear, and a biasing force of the lock member in a disengaging direction or an engaging direction with the locking portion. A spring member, a lock actuator that engages or disengages the lock member with the lock portion, and a lock actuator that controls the shift range when switching the shift range. A lock control that disengages the locking member from the locking portion and causes the locking member to engage with the locking portion of the gear to stop the rotation of the gear when the transmission reaches a predetermined shift range. The gist is that it is equipped with steps. The elastic body should be elastic enough to allow the transmission overrun, but even if the transmission overrun due to the elastic body is limited by the connection between the slot and the connecting pin. Good. Further, the elastic body is preferably provided between the internal gear and its gear shaft as shown in the following embodiment, but may be provided between other gear parts, for example, between the worm wheel and its mounting shaft. Good. Further, the locking portion and the lock member may have any shape, for example, the locking recess and the lock piece may be combined. A drive motor can be used as the actuator, but other drive sources may be used. Further, the switch operating unit may have any structure such as push button type, dial type, lever type and the like. In addition, the present invention has a switch corresponding to each shift range, a drive up switch and a drive down switch provided, and a shift up control and a shift down control type. Further, an automatic parking system is provided and a parking switch is omitted. It can be applied to any of the above types.

[0005]

[Action]

 When the shift range is switched, the lock member is disengaged from the locking portion of the gear, the driving force of the actuator is transmitted to the transmission, and the transmission is switched. When the transmission reaches a predetermined shift range, the lock member is engaged with the locking portion corresponding to the shift range of the gear, the rotation of the gear is stopped, and the transmission of the driving force to the transmission of the actuator is stopped. As a result, the transmission stops exactly in the desired range. At this time, since the elastic body is interposed between at least one gear in the gear group and its mounting shaft, the elastic body absorbs the shock caused by the engagement between the lock member and the locking portion. Damped and almost no shock acts on the gear group. Moreover, since the elastic body can be set to have an appropriate elasticity, the switching accuracy of the transmission hardly deteriorates.

[0006]

【Example】

 Hereinafter, the present invention will be described in detail based on specific examples shown in the drawings. 1 to 8 show an electric AT changer according to an embodiment of the present invention. In the figure, the operation switch 1 is provided with a drive up switch portion 1a, a drive down switch portion 1b and a reverse switch portion 1c for performing a shift up operation, a shift down operation and a reverse operation, and each switch portion 1a. Signals 1b, 1c are processed by the control unit 3 mounted on the vehicle. A drive signal is generated from the control unit 3 to rotate the main or sub drive motors 40 and 41 in the actuator 4, and the rotation is changed by a gear to swing the operation lever 4c. The wire 4d connected to is pushed and pulled to shift the transmission 5.

Here, a general structure of the actuator 4 will be described with reference to FIGS. 3 and 4. As shown in FIGS. 3 and 4, the actuator 4 is provided with a rectangular box-shaped case 44 and a lid 45 that closes the upper surface opening, and a switching shaft 46 is inserted in the center of the lid 45 and is rotatable. A gear shaft 47 is rotatably supported in the case 44 at a position offset from the switching shaft 46. A first worm wheel 48 is rotatably attached to the lower part of the gear shaft 47, and a sun gear 49 is rotatably attached to the upper part of the gear shaft 47. Both gears 48, 49 are integrally formed by a bearing portion 410. The second worm wheel 411 is rotatably supported on the bearing portion 410, and the base plate 413 is integrally formed on the bearing portion 412 of the second worm wheel 411. Each of the three planetary gears 414 is rotatably supported by a pin 415 at equal intervals, and each planetary gear 414 is meshed with a sun gear 49. An internal gear 416 is rotatably provided above the gear shaft 47, an output gear 417 is integrally formed with the internal gear 416, and each planet gear 414 meshes with the internal gear 416. Has been done. Further, main and sub drive motors 40 and 41 are attached to the side wall of the case 44, and the worms 418 and 419 are fixed to the rotary shafts of both the motors 40 and 41. The worms 418 and 419 are respectively worms. It is meshed with the wheels 48, 411. On the other hand, a switching gear 421 is fixed to the switching shaft 46 in the lid 45, the switching gear 421 is meshed with the output shaft 418, and the switching lever 42 is fixed to the upper end of the switching shaft 46. ing.

In the actuator 4 of this example, as shown in FIGS. 5 and 6, locking recesses (locking portions) 422 are formed on the outer peripheral surface of the internal gear 416 at rotational positions corresponding to the respective shift ranges. Further, a mounting base portion 426 is formed on the inner surface of the case 44, and a lock piece (lock member) 423 capable of removably engaging with the locking recess 422 is pivotally supported on the mounting base portion 426 so as to be swingable. The pivot shaft 424 is provided with a spring member 424 that urges the lock piece 423 to rotate in the disengagement direction, and the lower end of the lock piece 423 is a solenoid (lock) that swings the lock piece 423 in the engagement direction. Actuator 425 is provided, and thus the lock piece 423 is normally biased by the spring member 422 and disengaged from the locking recess 422 of the internal gear 416, so that the transmission 5 does not reach the target range. When the solenoid 425 is energized, the lock piece 423 engages with the locking recess 422 at the rotational position corresponding to the variable speed range of the internal gear 416, and the shift of the shift range can be forcibly stopped. . Further, an elastic body 430 is provided on the outer peripheral side and a collar 431 is provided on the inner peripheral side between the internal gear 416 and the gear shaft 47, and the elastic body 430 and the collar 431 are formed by insert molding to form the internal gear 416. However, of course, it may be fixed by another method such as baking. Further, the output gear 417 is formed separately from the internal gear 416 as shown in FIG. 6 (b), and the internal gear 416 and the output gear 417 have a long hole 432 extending in the radial direction and a connecting pin 433. The rotation of the internal gear 416 is transmitted to the output gear 417 while absorbing the deformation of the elastic body 430 by the connection.

Further, in FIG. 2, 8 is an energizing circuit of the solenoid 425, 6 is an indicator showing a shift range, 7a is an ignition switch for detecting ON / OFF of the ignition, and 7b is an operation of a parking brake. A parking brake switch, 7c is a brake switch for detecting the depression of the brake pedal, 7d is a seat belt switch for detecting the wearing of a seat belt, 7e is a vehicle speed sensor for detecting the vehicle speed, and 7f to 7k are the shift range of the transmission 5. Inhibitor switches, 7l and 7m are position sensors that detect the rotation angle of the drive motor 40 41, 7o is a door switch that detects the opening of the door, and 7p is a hand belt switch that detects the wearing of a hand belt. Signals of switches and sensors 1a-1c, 7a-7p Is input to the control unit 3. The control unit 3 is composed of a microcomputer and functionally has functions of reverse control means, drive up / down control means, automatic parking control means, automatic neutral control means and lock control means.

That is, the reverse control means outputs a drive signal to the drive motors 40 and 41 so that the transmission 5 is switched to the reverse range R when the reverse switch 2 is turned on when the vehicle speed is 3 km / h or less. A control signal is generated which also causes the indicator 6 to light "R". This is because the vehicle is suddenly braked by allowing the switch to the reverse range R only at a predetermined vehicle speed or below, or an excessive load acts on the gears of the transmission 5 to damage the gears. This is to prevent it.

The above-mentioned drive up / down control means controls the transmission 5 to be up-shifted between the drive, second and low ranges when the drive up switch 1a is turned on, and when the drive down switch 1b is turned on. The transmission 5 generates drive signals for the drive motors 40 and 41 so that the transmission 5 is downshifted between the drive range, the second range and the low range. It is designed to generate a control signal for turning on. Further, in order to prevent the gears of the transmission 5 from being damaged, when the transmission 5 is in the reverse range R and the vehicle speed is 3 km / h or less, when the drive down switch 1c is ON, the transmission 5 drives and the second. Alternatively, a drive signal is generated for the drive motors 40 and 41 so as to be controlled to the low speed change range, and the drive signal for switching from the second range S to the low range L has a vehicle speed of 100 km in order to ensure safety. It is generated only when / h or less.

Further, when the ignition is OFF and the vehicle speed is 3 km / h or less, the automatic parking control means removes the seat belt at the vehicle speed of 3 km / h or less, and only when the brake is released, Alternatively, when the parking brake is operated at a vehicle speed of 3 km / h or lower and the brake pedal is released, a drive signal is generated for the drive motors 40 and 41 so that the transmission 5 is in the parking range. ing.

Further, in the automatic neutral control means, when the vehicle speed is 3 km / h or less, the transmission 5 is set to the drive range D, and the brake pedal is operated, the drive up switch 1a is turned on. A drive signal is generated for the drive motors 40 and 41 so that the transmission 5 is automatically switched to the neutral range when the transmission is started.

Further, the lock control means detects that the transmission 5 is in the target shift range on the basis of the signals of the inhibitor switches 7a to 7k, generates an energization signal in the energizing circuit 8, and transmits it for a predetermined time, for example, The solenoid 425 is energized for 0.2 to 0.5 seconds.

Next, the operation will be described with reference to FIGS. 7 and 8. Here, FIG. 7 shows a flow chart of the main routine of the control system in this embodiment, and FIG. 8 shows a drive routine of the drive motors 40 and 41. In the control unit 3, as shown in FIG. 7, first, the control system is initially set (step S1), the signals of various switches are input (step S2), and the automatic parking and the drive routine are processed. (Steps S3 and S4), the switching signals of the drive up switch 1a, the drive down switch 1b, and the reverse switch 1c are determined (steps S5 to S7), and depending on the determination result, a shift up routine, an automatic neutral routine, The shift down routine or the reverse routine is performed, the drive routine is performed, and the transmission 5 is switched to a predetermined range (steps S8 to S13).

Next, the processing contents of each routine will be described. "Automatic parking process" In the automatic parking routine, the ignition is OFF and the vehicle speed is 3 km / h based on the signals of the ignition switch 7a, the parking brake switch 7b, the brake switch 7c, the seat belt switch 7d and the vehicle speed sensor 7e. Whether it is below or not, whether the seat belt is removed and the brake pedal is released at a vehicle speed of 3 km / h or less, or the parking brake is activated and the brake pedal is released at a vehicle speed of 3 km / h or less. It is determined whether or not the motor has been operated, and only when one of the conditions is satisfied, the motor operation amount and the operation direction for switching the transmission 5 from the current speed change range to the parking range P are calculated, and the operation result is calculated. Are processed by the drive routine, a drive signal is generated, and the drive motors 40, 4 There is actuated, the transmission 5 is switched to the parking range P. At the same time, a control signal is generated in the indicator 6, and the "P" display of the indicator 6 indicating that the gear is being shifted to the parking range is turned on.

[Shift Up Processing] In the shift up routine, for example, if the transmission 5 is in the low range L, the motor for switching from the low range L to the second range S by the first ON operation of the drive up switch 1a. The operation amount and the operation direction are calculated, the calculation result is processed by the drive routine, the drive signal is generated, the transmission 5 is switched to the second range S, and the same operation process is performed by the next ON operation. A drive signal is generated in the drive routine and the transmission 5 is switched to the drive range D. At the same time, the indicators “L”, “S”, and “D” are sequentially turned on on the indicator 6. Further, when the transmission 5 is in the second range S, the transmission 5 is switched to the drive range D by the first ON operation of the drive up switch 1a. At the same time, the display of the indicator 6 is switched from "S" to "D". Further, when the transmission 5 is in the drive range D, even if the drive-up switch 1a is turned on, no further shift-up is required, the transmission 5 is held in the drive range D, and the indicator 6 Is also displayed as "D".

"Automatic Neutral Processing" When the drive-up switch 1a is turned on and the shift-up processing is completed, the automatic neutral processing is performed. In this automatic neutral routine, first, based on the signals from the inhibitor switches 7f to 7k, it is determined whether or not the shift range before the above-mentioned upshift processing is in the drive range D, and based on the signal from the brake switch 7c, the brake is depressed. Whether or not the vehicle has been operated is further determined based on the signal from the vehicle speed sensor 7e, whether or not the vehicle speed is 3 km / h or less. When all the determinations are YES, the motor operation amount and the operation direction for switching from the current gear shift range to the neutral range N are calculated, the calculation result is processed by the drive routine, and the drive signal is generated to generate the drive motor. 40 and 41 are activated, the transmission 5 is automatically switched to the neutral range N, and at the same time, the indicator 6 is switched from "D" to "N". If there is at least one NO in the above determination, the calculation processing for switching to the neutral N is not performed, and the transmission 5 cannot be switched to the neutral range N.

[Shift-Down Processing] In the shift-down routine, arithmetic processing for switching the shift range is performed by the first ON operation of the drive-down switch 1b, and is processed by the drive routine to generate a drive signal. , The drive motors 40 and 41 operate to change the transmission 5 from the drive range D to the second range S, or from the second range S to the low range L, and by the next ON operation, the second range S to the low range L. The indicator 6 sequentially lights the display of "D", "S", and "L". In addition, when the transmission 5 is switched from the reverse range R to the drive D, the second S or the low L range, an excessive load acts on the gears of the transmission 5 when the vehicle speed is fast, and therefore the vehicle speed is 3 km / h or less. At this time, arithmetic processing for switching the shift range is performed, a drive signal is generated in the drive routine, and the transmission 5 is switched to the drive D, second S, or low L range.

[Reverse Processing] In the reverse routine, arithmetic processing for switching the shift range to reverse is performed by turning on the reverse switch 1c, a drive signal is generated in the drive routine, and the drive motors 40 and 41 are activated. The transmission 5 is switched from the other shift range L, S, D, N, P to the reverse range R, and at the same time, the indicator 6 is switched to "R". However, when switching from each range L of the drive D, the second S or the low to the reverse range R, calculation processing for range switching is performed only when the vehicle speed is 3 km / h or less.

“Driving Routine” When the arithmetic processing is performed in each of the above-described routines, the driving routine is performed. In this drive routine, first, the operating directions CW and CCW of the drive motors 40 and 41 are determined (step S20), a drive signal corresponding to the determination result is generated, the drive motors 40 and 41 are driven, and the transmission is The range of 5 is switched (steps S21 and S22). When the transmission 5 reaches the target range, the generation of the drive signal is stopped (steps S23 and S24), the energization signal is generated for the energization circuit 8, and the solenoid 425 is operated. As a result, the lock piece 423 engages with the locking recess 422 corresponding to the shift range of the internal gear 416, and the internal gear 416 is forcibly stopped. At this time, since the internal gear 416 is supported on the gear shaft 47 via the elastic body 430 as described above, the impact due to the engagement of the lock piece 423 is absorbed and damped by the elastic body 430. The impact hardly acts on the internal gear 416 and other gears. Therefore, the durability of the gear group is not deteriorated and noise is not generated. At the same time, the timer is started (steps S25 and S26), and when the set time, for example, 0.2 to 0.5 seconds has elapsed, the generation of the energization signal is stopped (steps S27 and S28), and the process ends. To do. As a result, the lock piece 423 is disengaged from the locking recess 422 of the internal gear 416 by the spring force of the spring member 424, and the transmission 5 can switch the range.

In the electric AT change of the present embodiment as described above, the locking recess 422 is formed in the internal gear 416, and when the transmission 5 reaches the target range, the solenoid 425 is energized to lock the lock piece 423. Is engaged with the locking recess 422 to forcibly stop the range switching of the transmission 5, so that overrun due to rotational inertia can be prevented and accurate range switching can be performed. Since the operation is forcibly stopped, complicated motor control is unnecessary. Further, since the elastic body 430 is provided between the internal gear 416 and the gear shaft 47, the impact due to the engagement of the lock piece 423 is absorbed or attenuated by the elastic body 430, and the internal gear 416 and other Almost no impact is applied to the gears, the durability of the gears can be guaranteed, and the generation of noise can be prevented. Moreover, since the elastic body 430 can be set to have an appropriate elasticity, the switching accuracy of the transmission 5 hardly deteriorates.

[0023]

[Effect of device]

 As described above, according to the electric AT change according to the present invention, it is possible to improve the switching accuracy of the shift range, guarantee the durability, and prevent the generation of noise.

[Brief description of drawings]

FIG. 1 is a block diagram showing an electric AT change according to an embodiment of the present invention.

FIG. 2 is a functional configuration diagram showing a control system of the electric AT change.

FIG. 3 is a side sectional configuration diagram showing a general structure of an actuator.

FIG. 4 is a plan sectional configuration view showing a general structure of an actuator.

FIG. 5 is a schematic perspective view showing a main part of an actuator in the electric AT change.

FIG. 6 is a perspective view of a main part of the actuator and a partial sectional view thereof.

FIG. 7 is a diagram showing a processing flow of a shift control system in the electric AT change.

FIG. 8 is a diagram showing a flow of a drive routine in the electric AT change.

[Explanation of symbols]

1 Operation Switch 3 Control Unit (Lock Control Means) 40 Drive Motor 41 Drive Motor 416 Internal Gear 422 Locking Recess (Locking Part) 423 Lock Piece (Lock Member) 425 Solenoid (Lock Actuator) 430 Elastic Body 5 Transmission

Claims (1)

[Scope of utility model registration request] 1. An electric AT change in which a switching signal is generated from a switch operating section to drive an actuator to switch a transmission to a predetermined shift range, and the driving force of the actuator is changed by at least a pair of gears. While transmitting to the transmission, a locking portion is formed at a rotational position corresponding to each gear shift range of one gear, and an elastic body having a predetermined elasticity is interposed between at least one gear and its mounting shaft. A gear group that is provided, a lock member that is disengageably provided in the locking portion of the gear, and a spring member that urges the lock member in a detaching direction or an engaging direction with the locking portion, A locking actuator that engages or disengages the locking member with the locking portion, and the locking actuator is controlled to move the locking member from the locking portion when switching the shift range. Is de-electric the transmission is characterized in that a lock control means for stopping the rotation of the locking member of the gear is engaged with the engagement portion of the gear when came the predetermined gear range AT
change.