JPS59212560A - Automatic transmission for automobile - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to automatic transmissions for automobiles, particularly when a driver happens to place the shift lever between the reverse position and the full parking position while the engine is running. This invention relates to a safety device for preventing an automobile from suddenly starting to move from a stationary state when the vehicle is stopped.

[Prior Art] The automatic transmission of an automobile is controlled by a shift lever, and this shift lever operates a spool valve via a detent plate with a notch, and the spool valve also controls the reverse position of the shift lever. Directs power to the wheels for each driving position including. To park, the shift lever is moved from or through the reverse position to the park position, the spool valve is placed in the non-operating position, and a mechanical linkage system including a cam element of the desired shape is activated. to the parking gear. In case the pawl initially engages the surface of the tooth rather than the space between the two teeth (which is usually the case), the pawl may be moved out of the parking position by engaging the tooth surface. A flexible elastic element is also used to move the shift lever to the full parking position.
<resilicnt means> must be provided on the link. Once the vehicle has advanced a small enough distance for the interdental space to align with the pawl, the resilient element acts to drive the pawl into the parking position.

The problem with the above configuration is that when the driver dangerously moves the shift lever to a position intermediate between the reverse position and the parking position and the engine is running, the elastic element becomes anchored against the pawl. ) If the pawl temporarily engages the surface of the tooth, the system returns from the semi-parked state to the reverse position, causing the vehicle to suddenly move backwards.

If someone stands behind a car, they can be seriously injured, and this has happened before.

In an attempt to solve the above-mentioned problems, conventional efforts have been made to modify the gate or slot that receives the shift lever to encourage the driver to move the shift lever to the full park position.

However, attempts of this type have not been successful and accidents to persons and property continue to occur.

[Problem to be solved by the invention] U.S. Patent Application No. 36, a co-pending application by the inventor
No. 3,080 (filed on March 29, 1982) and U.S. Patent Application No. 485,513 (filed on April 15, 1983), in order to solve the above problem, the system was installed on the transmission side rather than on the shift lever side. Disclosed are devices that are provided with an element that applies a force to the linkage system when the linkage system is moved a predetermined distance toward the parking position, such that the system first moves toward the reverse position. to stop the system from moving and then push the system towards the full park position, so that even if the driver first inadvertently placed the shift lever in what he thought was the park position, the system does not suddenly move into the reverse position, but is driven into the full parking position as soon as the pawl aligns with the interdental space.

The object of the present invention is to achieve a result similar to that of the above-mentioned application by using an elastic element that normally bends in the spring engaging the surface of the pawl or tooth, acting only in the direction of the parking position and not in the direction of reversing. It is possible to provide a system that is configured so that it never runs.

More particularly, it is an object of the invention to stress the elastic element away from the parking position for each position of the system other than parking, and to force the system into the parking position when the system moves in the direction of the parking position. The object of the invention is to provide a system of the above type, which imposes a stress on the system that tries to drive but never to drive into a reverse position.

These and other objects of the invention will become apparent from the following detailed description with reference to the accompanying drawings.

[Means for Solving Problems J] The present invention comprises a parking gear fixed to an output shaft, a first position remote from the gear, and a second position in which a parking pawl engages the gear in a parking rack for parking a motor vehicle. a parking pawl for moving between positions; an element for biasing the pawl toward the first position; and a cam element for controlling movement of the pawl between the first and second positions; an elastic element that constantly presses the cam element toward the pawl; an element for stressing a resilient element by applying a force to the cam element opposite to the resilient element in response to movement of the element to each position other than the parked position to keep the cam element away from the pawl;
in response to movement of the driver operating element moving a predetermined minimum distance to a parking position, the elastic element relieves the stress on the elastic element and allows the elastic element to force the cam element into the pawl. , an element for moving the pawl from the first position to the second position.

EXAMPLE Referring to FIG. 1, reference numeral 10 designates a typical detent plate 10 with a downwardly directed arm 12 connected to a spool valve (not shown) in a known manner. There is a notch 1 on the edge of the plate 10.
There are 3, DI, D2. N.

R and P represent first travel, second travel, neutral (neutral), reverse, and parking, respectively.The pivot full 16 of the 1° detent plate 10 is connected to the shift lever (t!71 shown) in a known manner through a suitable link. ) with an arm 18 extending upwardly from one side of the pivot qIll 116. While in conventional systems the arm 18 is configured to be connected to a control rod that causes the parking pawl to move -C%jJ through a cam element of desired shape, in the present invention the arm 18
The other end of the rod 20, which is attached at one end to the transmission housing part 24, is attached to the elongated block member 22 by screwing or the like.
L and has a first flat linear surface 26 and a second flat linear surface 28. These linear rf
+i26.28 are joined at the cam-shaped shoulder portion 30.

The block member 22 is straddled by a branched lower end 34 of a lever 3G which is pivotally connected to the housing part 24 by a suitable bracket 38. A slider arm 40 integrally provided with the lever 36 extends perpendicularly from one surface of the lever 36,
It is configured to slidably engage surfaces 26, 28 and 30 of block member 22. The free end of the lever 36 abuts the downward end 42 of an elongated, approximately figure-7-shaped force transmitting member 44, while the upward end 46 of the opposite member 44 is fixed on one side to a conical cam member 47. Ru. The cam member 47 has an elongated small-diameter β portion 47a and a large-diameter portion 47b, and these portions 4
ra, 47b are connected by an inclined cam surface 47c.

Cam member 47 is slidable over one end of rod 50 that extends through an aperture in end 46 of force transmitting member 44 . The opposite end 51 of the rod 50 is threaded and received loosely in an opening formed in one arm of a single-shaped bracket 52, the other arm of the bracket 52 being secured to a portion 54 of the transmission housing. A pair of nuts 56
is threaded onto the threaded end 51 of the rod 50 to serve as a stop for the rod 50 relative to the bracket 52.

The rod 50 has a washer 58 supported by a cross pin 60.
is carried. A compression spring 62 is inserted between the washer 58 and the end 46 of the force transmitting member 44 to surround the rod 50. In the position shown in FIGS. 1 and 2, the compression spring 62 exerts a force on the force transmitting member 44 and the cam member 47 tending to move the force transmitting member 44 in the direction of the parking pawl 64. Parking claw 6
4 is a suitable +l! ll+66 and biased toward the cam member 47 by a suitable spring element such as a threaded spring 68.

When the cam member 47 is in the position shown in FIGS. 1 and 2, the parking pawl 64 is separated from the parking gear 70 fixed to the output shaft γ4 by suitable means such as a spline 72. gear 70
comprises a series of radial teeth 76.

When the cam member 47 moves to the right in the figure, the cam member 47 acts between the fixed saddle 18 and the rear edge of the pawl 64, and moves the pawl 64 toward the parking gear 7° against the bias of the spring 68. drive in the direction.

Next, the operation of the embodiment shown in FIGS. 1, 2, and 3 will be described. When the driver moves the shift lever to the first travel position, the notch 13 in the detent plate 10
is aligned with detent 14 and block member 22 is aligned with lever 3
6 slider arm 40 is positioned to engage flat linear surface 26 of block member 22 . When the slider arm 40 is thus engaged, the lever 36 moves counterclockwise in FIG. 1 (clockwise in FIG. , so member 44 moves to the right in FIG.
or compressing the spring 62 between itself and the washer 58. When the member 44 moves in this manner, the member 44 pulls the cam member 47 so that only the small diameter nose portion 47a is attached to the saddle 78.
engage with. In this position, the torsion spring 68 is attached to the pawl 64.
is biased into abutting and sliding engagement with the β portion 47a of the cam member 47, and the crow portion 47a is completely separated from the parking gear 10 as seen in FIG.

The flat linear surface 26 of the block member 22 extends over the slider arm 40 in each position of the detent plate 10, including the reverse position.
extends axially to engage surface 26, and all parts of the linkage except detent plate 10 and block member 22 are held in the position of FIGS. 1 and 2. Detent temporary 1
Of course, the block member moves according to the selected position of the shift lever.

If the driver wishes to park the motor vehicle, he must move the shift lever to the parking position by first moving the detent plate 10 to the reverse position and then to the parking position. The detent 14 crosses the end of the protrusion 80 between the reverse R notch and the parking [] notch of the detent plate 10,
Parking PO') When the protruding surface toward the bottom of the notch heals and begins to move, the upper end of the shoulder portion 30 of the block member 22 aligns with the sliding end of the slider arm 40, and the slider arm 4
0 begins to descend the shoulder portion 30 and immediately blocks the block member 22.
This in turn resists the tendency of the detent plate 10 to move in the direction of the retraction force. When the driver roughly moves the shift lever in the direction of the parking position, the arm 4° further slides down on the shoulder portion 30 and applies a force to the shoulder portion 30 due to the C spring 62 stretching to the left in FIG. .

When the spring 62 extends, it also moves the cam surface 47c of the cam member 47 between the saddle 78 and the stop 64.
to the parking gear 70. To enable this operation, the strength of spring 62 is sufficiently greater than the strength of spring 68 which biases pawl 64. If the pawl 64 engages the surface of the teeth 76 rather than the space between the teeth 76.76, the cam member 4
7 is unable to move fully to the left, the driver can still move the detent plate 10 to close it in the fully parked position, at which point the spring 62 will cause the cam member 47 to move as shown in FIG. The pawl 64 is driven to the position of the parking gear 70.
to the full parking position between teeth 76.76.

If the driver inadvertently fails to move the shift lever to the full park position, in conventional systems, linkage friction and tolerances cause the detent to slide into the bottom of the parking notch in the detent plate. It will hang on the slope of the opposite protrusion. If the pawls in such conventional systems do not enter the interdental space of the parking gear but instead engage the outer surface of the teeth, the spring carried on the integral control rod from the detent plate to the sliding cone cam of the control rod A spring element such as (which is the case in many parking linkages) is retained on the cone or pawl and applied to the control rod in the opposite direction.
Since the detent plate is returned from the half-parked position to the reverse position, if the engine is running, the vehicle may unexpectedly move backwards, causing injury to persons or objects.

In the present invention, such a situation can be prevented, but this is because the spring 62 acts on the movable member only in one direction, that is, in the direction toward the claw 64, and the detent plate 10
This is because the force that attempts to move the vehicle from the half-parked position to the reverse position is not applied to the detent plate 10 on the C reel 64 that hangs on the surface of the teeth 76. For example, 62
Even if C were to apply a force to the right in FIG. Pull the end 42 of the transmission member 44 away from the lever 36 and rinse it.
No force is applied to the block member 22 or the detent plate 10 in the backward direction.

According to the present invention, when the driver happens to place the shift lever between the reverse position and the parking position as described above,
6, all the spring force acts only in the direction of the pawl 64, and when the car moves slightly, the pawl 64 immediately bites into the interdental space and the saw of the spring 62 releases the slider arm of the lever 36. 40 acts on the shoulder portion 30 of the block member 22 to drive the block member 22 and thus the detent plate 10 to the fully parked position of FIG. As is clear from FIG. 3, in the parking position, the large diameter portion 47b of the cam member 47 engages with the saddle 78 to tilt the rod 50.The reason why the rod 50 tilts easily is that the end 51 of the rod 50 This is because it is easily accommodated in the opening of the arm of the bracket 52 by a loose fit.

If desired, an additional nut may be screwed onto the end 51 of the rod 50 on the side of the arm of the bracket 52 opposite the nut 56.

When the driver wishes to move the vehicle from the parked position, he simply moves the shift lever from the park position to either the drive or reverse position. Then, the slider arm 40 rides on the linear surface 26 of the block member 22 when the detent 14 passes the top of the protrusion 80 between the notch of the parking P and the notch of the reverse R, and the arm 40 moves like this. The lever 36 then retracts the force transmitting member 44 and retracts the cam member 22 from the pawl 64 so that the pawl 64 can be moved completely away from the parking gear 70. At the same time, spring 62 is compressed and remains compressed while the shift lever is in a position other than the park position.

Next, the embodiments shown in FIGS. 4 to 6 will be explained. In Figures 4 to 6, the parts shown in Figures 1 to 3 are the same (
9 are given the same reference numbers. Reference numeral 100 designates a pawl that is biased away from parking gear 70 or is engageable between teeth 76, 76 of I wheel gear 70. Similar to the embodiment of FIGS. 1-3, there is a blocking member 102 connected to a detent plate (not shown) by a rod 104;
is slidably supported by a support plate 106 fixed to a transmission housing 108. At the top of the block member 102 there is a flat line 110 that ends in a shoulder portion 1i1'r, and the role of the shoulder portion 111 is almost the same as the shoulder portion 30 of the block member 22 in the embodiment of FIGS. 1-3. . Block member 1
02 is in each position other than the parking position, the surface 110
is slidably engaged by a rounded corner 112 of a lever 114.

Lever 114 is pivotally connected to the transmission housing by a shaft 116 at a point between its ends. The upper end of the lever 114 is provided with a projection 118 that slidably engages a lip 120 of a cam member 122. Cam member 122 is pivotally connected at one end 124 to a shaft 126 fixed to the transmission housing. A resilient element, such as a torsion spring 128 as shown, always forces the cam member 112 in the direction of the pawl 100, while the corner 112 of the lever 114
As long as the cam surface 130 of the cam member 122 is engaged with the pawl 100, the cam surface 130 of the cam member 122 is held spaced apart from the pawl 100.

The operation of the embodiment of FIGS. 4-6 is similar to that of FIGS. 1-3. Briefly, in each operational position of the detent plate and block member, including the reverse position, the corner 112 of the lever 114 rides in the linear plane of the block member 102. When the detent plate is moved by the shift lever from or through the reverse position to the park position, a predetermined minimum travel toward the park position (most preferably when the detent plate is moved between the reverse notch and the park notch) The block member 102 is configured to fall over the corner 112 or h] portion 111 (immediately after crossing the intervening protrusion), and the torsion spring 128 acts on the cam member 122 to move the cam member 122 so that the cam surface 1
30 is engaged with the pawl 100, and at the same time the lever 11 is engaged with the pawl 100.
4 is driven counterclockwise around 81 to engage shoulder portion 111. Even if the driver happens to stop moving the shift lever 1 to the parking position at this point and the pawl 100 also engages the tooth surface as shown in Figure 2, there is no tendency to return the detent plate to the reverse position. Corner 112 of 114 engages the upper edge of shoulder portion 111 to provide resistance. However, when the driver moves the shift lever 1 to the full play position, the shoulder portion 111 moves away from the lever 114 as shown by the broken line in FIG. Tsume 100
are aligned and the pawl is then engaged into the fully parked position of FIG. 6 and the lower end of cam member 122 engages a stop 132 suitably located within the transmission housing.

Even if, as before, the movement of the block member 102 towards the parking position stops short of reaching its full extent, and even if the pawl 100 engages the surface of the tooth 76, the threaded collar spring 128 will close as soon as the pawl aligns with the interdental space. acts through cam member 122 and lever 114 to cause corner 112 of lever 114 to act on shoulder portion 111, repressing block member 122 and thus detent plate into the fully parked position as shown in FIG.

In both embodiments of the invention, after the detent plate has moved a predetermined minimum distance toward the park position, the single spring not only moves the cam member into engagement with the pawl; When the block member and detent plate engage the tooth surface, the movement of the block member and the detent plate to the reverse position is restrained, and the driver accidentally moves the detent plate to the complete parking position and the shoulder portion 111 is just released from the corner 112 of the lever 114. It also serves to move the mechanism to a fully parked position when moved to a position between the minimum travel and the minimum travel.

In both the embodiments of FIGS. 3 and 4, when member 44 or lever 114 is disengaged from surface 110 of lever 36 or lever 102, respectively, the respective driver control elements are in the drive position. If the spring 62 or 128 were to drive the cam member into the park position, such disengagement could occur if the respective member 44 or 114 were to fail.To avoid this possibility, the arrangement shown in FIG. The disclosed 4F safety stop element (sal'ety 5 topper mean
s). The stop element shown in FIG.
It consists of a lever 134 with 36.138. Arm 1
36 is urged toward the stop 140 by a spring 142, and the arm 138 has a corner 142 at its free end;
42 extends into the travel path of the cam member 47 to the pawl 64 when the lever 134 is in the solid line position, and when the driver operating element is in each position except the parking position, the cam member 4
7 from engaging with the pawl 64. The front face 1 of the elongated block member 22 is used to lift the corner 142 away from the pawl 64 and move the camshaft 74 to the parking position.
44 defines a cam surface that is engageable with the end of one arm 148 of a bell crank 150 that is pivotally connected to the transmission housing. The end 154 of the other arm 156 of the bellcrank 150 is connected to a pin and slot fitting 158.
is connected to arm 138 of lever 134 by. When the driver control element moves towards the parking position, the lever 36
(Fig. 3) begins to engage the shoulder portion 30, the cam surface 1
44 engages end 146 of bellcrank 150 and rotates counterclockwise in FIG. This raised arrangement allows the cam member 47 to operate in the normal manner as if the safety stop element were not present.

A bell crank 150 is installed so that the pawl 64 can freely move to the complete parking position without being interfered with by the arm portion of the safety stop element.
It will be obvious to those skilled in the art that the arm 156 of the device may be slotted. Unless the driver consciously moves the shift lever toward the parking position, the safety locking element remains within the path of movement of the pawl 64 to the parking position. 47, the cam member 47 engages the stop element and cannot act on the pawl 64 to move the pawl 64 C toward the parking position.

The safety elements described with respect to the FIGS. 1-3 embodiment of the invention may be modified as appropriate for use in the FIGS. 4-6 embodiment.

Although two embodiments of the present invention have been described, it goes without saying that the present invention is not limited thereto and that various changes and modifications can be made within the scope of the present invention.

[Effects of the Invention] As is clear from the above, according to the automatic transmission for automobiles according to the present invention, even if the shift lever is placed between the parking position and the reverse position, movement to the reverse position is prevented, and the brake mechanism is prevented from moving to the reverse position. An excellent effect of increasing safety can be obtained.

[Brief explanation of drawings]

FIG. 1 is a schematic perspective view showing an embodiment of the present invention. FIG. 2 is a side view of the embodiment of FIG. FIG. 4 is a schematic diagram showing another embodiment of the invention; FIG. 5 is a diagram similar to FIG. Figure 6 is a diagram similar to Figure 5 showing the condition when the device is in the fully parked position;
FIG. 7 is a schematic illustration of a safety stop element that prevents the cam member and parking pawl from moving unnecessarily to the parking position. 10... Detent plate, 13... Notch, 14...
detent, 20... rod, 22... elongated block member, 26... first flat linear surface, 28... second
flat linear surface, 3°... shoulder portion, 36... lever, 40... slider arm, 44... force transmission member,
41...Cam member, 47a...Small diameter outer portion, 47b
... Large diameter portion, 47c... Inclined cam surface, 62...
Compression spring, 64... Parking pawl, 68... Torsion spring, 70... Parking gear, 74... Output shaft, 76...
Teeth, 100...metal, 102...block member, 1
10... Linear surface, 111... Shoulder part, 114...
Lever, 122...Cam member, 128...Torsion spring, 130...Cam surface, 144...Front surface, 146...
...End, 150...Bell crank, 158...Pin/slot connector. Patent Applicant William 1 Ibar Patent Applicant Agent Patent Applicant Agent

Claims (1)

[Claims] 1) A parking gear fixed to an output shaft, moving between a first position remote from the gear and a second position in which a parking pawl engages the gear to park the vehicle. Parking pawl,
an element for biasing the pawl toward the first position; a cam element for controlling movement of the pawl between the first and second positions; and a plurality of positions including adjacent reverse and park positions. An automatic transmission for an automobile of the type having a driver operating element that moves between the elastic elements that constantly press the cam element toward the pawl, and a movement of the driver operating element to each position other than the parking position. stressing the elastic element by applying a force opposite to said elastic element in response to said camming element to keep said camming element away from a pawl; and said operation moving a predetermined minimum distance to a parking position. relieving the stress on the resilient element in response to movement of the operator-operated element to enable movement of the resilient element or the cam element toward the pawl;
An automatic transmission for an automobile, comprising: an element for moving a pawl from the first position to the second position. 2) Make a connection between the cam element and the driver control element, the latter being at said predetermined minimum distance (when moved to the parking position, the stressed elastic element acts on the driver control element); The automatic transmission for an automobile according to claim 1, further comprising an element that prevents the driver operating element from returning to the reverse position when the cam element is connected to the driver operating element. , an element for driving the driver control element into the full parking position in response to stress relief on the elastic element, if the driver control element happens to be located between said predetermined minimum distance and the full parking position; An automatic transmission for an automobile according to claim 2, comprising: 4) a lever in which the driver operating element has a linearly movable member having a linear surface and a portion pivotally connected with respect to the member and slidably engaging the linear surface at each position of the driver operating element other than the parking position; an element, the lever element having an operative connection with the cam element such that a resilient element urging the cam element towards the pawl simultaneously brings the lever element into sliding engagement with the linear surface of the linearly movable member. , forming a cam surface on the linear movable member such that the cam surface engages the lever element only when the driver operating element moves toward the parking position by the predetermined distance; the cam surface engages the lever element; 2. The automatic transmission for a motor vehicle according to claim 1, wherein the automatic transmission for a motor vehicle is arranged relative to the lever element so as to inhibit movement of the linearly movable member and thus the driver operating element to the reverse position. 5) The shape and size of the cam surface is such that when the stress on the elastic element is released and the cam element moves the pawl into the parking position with respect to the parking gear, the lever element moves over the cam surface and controls the driver control element. 5. Automatic transmission for a motor vehicle according to claim 4, characterized in that it is adapted to be moved to a fully parked position. 6) a movable safety stop element normally disposed within the path of travel of the cam element to the pawl to prevent the cam element from engaging the pawl, and a movable safety stop element that is responsive to movement of the driver-operated element; An automatic transmission for an automobile according to claim 1, further comprising an element configured to be driven away from a cam element. 7) a movable safety stop element normally disposed within the path of travel of the cam element to the pawl to prevent the cam element from engaging the pawl, and an additional cam surface on said linearly movable member; The driver operating element is operatively connected to the safety locking element, and the driver operating element
7 bM, comprising a lever element engageable with said additional camming surface to move the safety stop element away from the path of movement of the camming element into the pawl when moving to 7bM. automatic transmission for automobiles.