JPS631644Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a parking lock device for a vehicle, and more particularly to a device for electromagnetically locking a brake pedal to maintain a braking state under desired braking conditions.

Braking systems for automatic vehicles include a foot brake, which decelerates or stops a moving vehicle by operating the brake pedal, and a parking brake, which prevents a stopped vehicle from starting, and these can be used depending on the need. However, the foot brake is temporarily locked in a predetermined braking state by electromagnetic means such as an electromagnetic solenoid, so that even if the driver takes his foot off the foot brake, the foot brake is held and an auxiliary parking braking action is performed. Brake lock devices are well known. According to such a brake lock device, it is possible to obtain the desired parking brake action without operating the parking brake when waiting at a traffic light, on a slope, or when stopping temporarily, etc., thereby reducing the burden on the driver or assisting disabled persons. It has the advantage of being able to provide a device with extremely excellent operability.

However, with this type of braking device, the auxiliary parking brake by locking the foot brake is overused as a substitute for the handbrake or other main parking brake, and there are problems such as braking failure occurring under such incorrect usage conditions. It was hot. In other words, an auxiliary parking brake using an electromagnetic locking mechanism is less reliable than a mechanical parking brake. There are cases where the brake cannot be locked, and in such a case, there is a problem in that the vehicle is left in an unbraked state.
In particular, if the no-braking condition occurs while the driver is seated, the foot brake or parking brake can be operated immediately, but when the driver leaves the seat, only the auxiliary parking brake is activated. Once the vehicle is braked, there is a drawback that no backup can be performed when a non-braking condition occurs.

The present invention was developed in view of the above-mentioned conventional problems, and its purpose is to prevent the brake lock mechanism from locking when the transmission is in a range other than the parking range and the parking brake is not applied. To provide a parking lock device for a vehicle that can prevent a vehicle from being left in an unbraked state when the state is released by other than depressing an accelerator.

In order to achieve the above object, the present invention provides an automatic transmission including a braking force retention mechanism that is installed in the service wheel brake system and automatically maintains the service wheel brake in a braking state according to predetermined braking conditions, and has a parking range position. A parking lock device for a vehicle equipped with a transmission drive device capable of automatically switching and driving the automatic transmission to a parking range position by a predetermined drive signal, and detecting the parking range position of the transmission. and a control circuit for controlling the braking force holding mechanism and automatic transmission drive device, the control circuit controlling the braking force holding mechanism based on the ignition signal and the parking range detection signal. The control circuit includes a computing unit that supplies control signals to the mechanism and the transmission drive device, and a delay circuit that continues to supply battery voltage to the computing unit for a certain period of time after the ignition switch is turned off.
When the automatic transmission is in a range other than the parking range with the brakes of the service wheel brake system locked and the ignition key is turned off, a certain period of time after the ignition switch is turned off is determined by the delay circuit. It is characterized by continuing the brake lock state of the medium-use wheel brake system, during which time the automatic transmission is switched to the parking range position, and furthermore, after the switching to the parking range position is completed, the brake lock of the service-use wheel brake system is released. shall be.

Preferred embodiments of the present invention will be described below based on the drawings.

FIG. 1 shows a preferred embodiment of the vehicle parking lock device according to the present invention, in which a well-known brake lock mechanism 1 is used to maintain the brake pedal in a braking state under predetermined braking conditions.
0 is set. This brake lock device 1
0 is the predetermined condition described above, for example, 1 after the vehicle has stopped.
After seconds have elapsed, the foot brake is temporarily locked in a predetermined braking state by electromagnetic means such as an electromagnetic solenoid, and even if the driver takes his or her foot off the foot brake, the foot brake is maintained for auxiliary parking braking operation. It can be performed.

The brake lock state can be released by depressing the accelerator pedal, but the brake lock state can be released in various other states.

That is, since the brake lock mechanism 10 consumes a large amount of power in the brake lock state, it is released even when the ignition switch 12 is turned off or when the driver leaves the seat while the ignition switch 12 is turned on. It is structured as follows.

A seat switch 14 is provided in the driver's seat to detect when the driver leaves the seat, and a computing unit 16 (to be described later) provided to release the brake lock state under predetermined release conditions is an ignition switch. Ignition signal 200 from switch 12
and the leave signal 202 from the seat switch 14 is input. Based on the ignition signal 200 and the leave signal 202, the computing unit 16 locks the brake lock mechanism 10 when the ignition switch 12 is turned off or when the driver leaves the seat when the ignition switch 12 is turned on. Brake lock control signal 204 goes “L” to
is output to release the brake lock state. Therefore, the power consumption of the brake lock mechanism 10 can be reduced to the minimum necessary, and the consumption of the battery 18 can be reduced.

However, when the brake lock state of the brake lock mechanism 10 is released by other than depressing the accelerator, if the parking brake is not applied or the automatic transmission 20 is not switched to the parking range position, A situation occurs in which a vehicle is left without braking.

Therefore, in the present invention, when the automatic transmission 20 is in the brake lock state and the automatic transmission 20 is in a range position other than the parking range, and the parking brake is in the non-braking state, the brake lock mechanism 10 is in the brake lock state when the brake lock mechanism 10 is not operated by pressing the accelerator pedal. When the brake lock mechanism 10 is released, the brake lock mechanism 10 continues to be locked and the automatic transmission 20
to the parking range position, automatic transmission 2
It is characterized in that the brake locking state of the brake lock mechanism 10 is released after the parking range position 0 is switched.

The structure of the automatic transmission 20 having the parking range position described above will be explained below.

That is, a shift lever 26 is rotatably attached to a base 24 fixed to the floor plate 22 of both cars with bolts or the like (not shown), and the shift lever 26 is attached to the base 24 with a pin 28. The rotating arm 30 has a rotating arm 30 pivotably attached to the rotating arm 30.
One end of a cylindrical portion 32 is fixed to one end, and a knob 34 is further fixed to the other end of the cylindrical portion 32. Further, an engagement piece 36 is loosely fitted into the cylindrical portion 32 while being biased upward in FIG. 1 by a spring 38, and an engagement pin 40 is protruded from the engagement piece 36. There is.

Then, the engagement piece 36 is moved and the shift lever 26 is moved.
One end of a detent rod 42 is fixed to the end of the engagement piece 36 in order to rotate the detent rod 42 to a desired position, and the other end of the detent rod 42 has an inclined sliding surface 44a as shown in FIG. A sleeve 44 is fixed. Further, as shown in FIG. 2, a shift button 46 is provided inside the knob 34 so as to be able to slide freely while being biased leftward by a spring 48.
An inclined sliding surface 46 that slides on the sliding surface 44a of No. 4
a is formed. Furthermore, one end of a rod 52 is fixed to the other end of the aforementioned rotating arm with a pin 50, and the other end of the rod 52 is connected to a known transmission mechanism.

In addition, a detent plate 56 is fixed to the base 24 in order to rotate and hold the shift lever 26 at a predetermined gear position, and the detent plate 56 is provided with an engagement hole 54 as shown in FIG. 3 that engages with the engagement pin 40.

Manual operation from the neutral range position shown in FIG. 3 to the parking range position can be performed by pressing the shift button 46 and then rotating the shift lever 26 to the left in FIG. 1.

That is, when the shift button 46 is pressed, its sliding surface 46a and the sliding surface 44a of the sleeve 44 slide, and the sleeve 44 moves downward against the biasing force of the spring 38. Therefore, the engagement piece 36 moves downward via the detent rod 42, so that the engagement between the engagement pin 40 and the engagement hole 54 is released. In this state, when the shift lever 26 is rotated to the left in FIG. 1, the engagement pin 40 can be switched to the parking range position of the engagement hole 54.

The automatic transmission 20 has the above configuration, and the transmission drive device 58 of the present invention for driving the automatic transmission 20 to the parking range position will be described below.

One end of a rod 62 is pivotally connected to one end of the engagement piece 36 by a pin 60, and a detent pin release lever 66 is rotatably connected to the rotating arm 30 by a pin 64. The other end of the rod 62 is pivotally connected to one end of the lever 66 by a pin 68. Further, at the other end of the detent pin release lever 66, a link 74,
76 are connected, and a rod 82 of a vacuum actuator 80 that utilizes engine negative pressure is pivotally connected to one end of the link 76 by a pin 78. The reason why the detent pin release lever 66 and the rod 82 are connected to the two links 74 and 76 in this way is that the driver manually controls the shift lever 26.
This is to prevent the vacuum actuator 80 from being affected when the shift lever 26 is operated, and to prevent the links 74 and 76 from bending and applying force to the vacuum actuator 80 due to manual operation of the shift lever 26. It is configured. Therefore, link 7
It is also possible to use a cable or the like instead of 4, 76.

The vacuum actuator 80 is a diaphragm plate 8 that holds a diaphragm 84 made of rubber or the like.
6 into a negative pressure chamber 88 and a variable pressure chamber 90, and the diaphragm plate 86 is urged leftward in FIG. 1 by a spring 92. The negative pressure chamber 88 is connected to a negative pressure source such as an engine intake manifold 96 or a vacuum pump (not shown) through a vacuum pipe 94, so that negative pressure is maintained at all times. Note that a check valve 98 is provided in the middle of the vacuum pipe 94 in order to maintain the negative pressure in the negative pressure chamber 88 even after the engine is stopped. On the other hand, the variable pressure chamber 90 is connected to the intake manifold 96 via a solenoid valve 100 provided in the middle of the vacuum piping 94.
The solenoid valve 100 has an inlet port 102 that connects to the intake manifold 96, an outlet port 104 that connects to the variable pressure chamber 90, and an atmospheric passage 106. Then, the operating coil 1 of the electromagnetic valve 100
08, the inlet port 102 and the outlet port 104 are open, and the atmospheric passage 106 is closed, so that the variable pressure chamber 90 communicates with the intake manifold 96 and has a negative pressure.
Further, when an excitation current flows through the operating coil 108 of the electromagnetic valve 100, the inlet port 102 is closed, and the outlet port 104 and the atmospheric passage 106 are opened, so that atmospheric air is introduced into the variable voltage chamber 90.
As a result, the diaphragm plate 86 has a spring 92
The rod 82 is configured to move rightward in FIG. 1 against the urging force of the rod 82, and the rod 82 moves in the same direction accordingly.

Although this embodiment shows an example in which the shift lever 26 is driven by the vacuum actuator 80, it is also possible to use electromagnetic force such as a solenoid, compressed air, or hydraulic pressure. It is also possible to directly drive a manual valve in the transmission 20 body.

Next, the vehicle is provided with a parking range detection switch 110 to detect the parking range position of the transmission 20, and a parking brake switch 112 to detect the operating state of the parking brake.

A control circuit 114 including an arithmetic unit 16 is provided to control the brake lock mechanism 10 and the transmission drive device 58 under predetermined brake lock conditions. It has a delay circuit 116 for ensuring that the arithmetic unit 16 is energized for a certain period of time. In this embodiment, the above predetermined brake lock condition is applied to the ignition switch 12, seat switch 14, parking range detection switch 110, and parking brake switch 112.
Detected at As a result of detecting these, the control circuit 114 determines that when the automatic transmission 20 is in the brake lock state, the automatic transmission 20 is in a range position other than the parking range, and the parking brake is in the non-braking position, the brake lock mechanism 10 is in the brake lock state other than when the accelerator is depressed. When released, a brake lock control signal 204 of "H" is output to the brake lock mechanism 10 to continue the brake lock state, and a drive signal 204 is output to the transmission drive device 58.
6 to switch the automatic transmission 20 to the parking range position. After switching the parking range position of the automatic transmission 20, the control circuit 114 outputs a brake lock control signal 204 of "L" to the brake lock mechanism 10 to release the brake lock state.

A buzzer 118 is provided to alert the driver that the main parking brake of the vehicle has been left unbraked, and this buzzer 118 alerts for a certain period of time when the brake lock mechanism 10 is released. It is configured as follows.

The embodiment of the present invention has the above configuration, and its operation will be explained below.

The brake lock mechanism 10 is released when the brake lock mechanism 10 is in a locked state other than when the accelerator is depressed, for example, when the ignition switch 12 is turned off, or when the ignition switch 12 is turned on and the driver leaves the seat. be done. If the parking brake is not applied or the automatic transmission 20 is not switched to the parking range position when these are released, the vehicle may be left in an unbraked state. The system attempts to secure the braking state of the vehicle by automatically switching the vehicle to the parking range position.

First, a case will be described in which the ignition switch 12 is turned off when the automatic transmission 20 is in a position other than the parking range in the brake lock state and the parking brake is in the non-braking state.

After the ignition switch 12 is turned off, the delay circuit 116 outputs the battery 18 to the arithmetic unit 16 for a certain period of time.
voltage. The computing unit 16 includes an ignition switch 12 and a parking range detection switch 1.
10 and the parking brake switch 112, respectively.
Based on the parking range detection signal 208 and the parking brake signal 210, the automatic transmission 20
Make sure that the parking brake is in a position other than the parking range position, the parking brake is in a non-braking state, and the ignition switch 12 is turned off. Then, the computing unit 16 outputs a brake lock control signal 204 to the brake lock mechanism 10 that becomes "H".
is output to maintain the brake lock state, and a drive signal 206 of "H" is output to the operating coil 108 of the electromagnetic valve 100. In the electromagnetic valve 100, the inlet port 102 is closed, the outlet port 104 and the atmospheric passage 106 are open,
Atmospheric air is introduced into the variable pressure chamber 90 of the vacuum actuator 80 . As a result, the diaphragm plate 86 of the vacuum actuator 80
2, the detent pin release lever 66 moves to the right in FIG.
It rotates until it moves to the right end of the elongated hole 70 in the figure. Therefore, as the rod 62 moves downward, the floating piece 36 is moved downward against the urging force of the spring 38, and the engagement hole 54 of the detent plate 56 is moved downward.
The engagement state between the engagement pin 40 and the engagement pin 40 is released.

Furthermore, as the rod 82 continues to move to the right in FIG. Move to range position. Then, the parking range detection switch 110 detects that the automatic transmission 20 has moved to the parking range position and outputs the parking range detection signal 208 to the control circuit 114.
The control circuit 114 outputs a brake lock control signal 204 of "L" to the brake lock mechanism 10, and at this point the brake lock state is released for the first time.

In this manner, when the automatic transmission 20 is in a range position other than the parking range and the parking brake is not applied in the brake lock state, when the ignition switch 12 is turned off, the brake lock mechanism 10 is turned off. By holding the brake and releasing the brake lock state only after moving the automatic transmission 20 to the parking range position, it is possible to prevent the vehicle from being left unbraked.

Further, after the automatic transmission 20 moves to the parking range position, the current supply to the brake lock mechanism 10 is cut off, so that consumption of the battery 18 can be reduced.

Next, a case will be described in which the automatic transmission 20 is in a position other than the parking range in the brake lock state, the parking brake is in the non-braking state, and the ignition switch 12 is in the on state and the driver leaves the seat.

The control circuit 114 is the ignition switch 1
2. Ignition signal 200, leave signal 202, parking range detection signal 208, and parking brake signal 210 output from seat switch 14, parking range detection switch 110, and parking brake switch 112, respectively.
Confirm that the state described above is based on the following.
The control circuit 114 controls the brake lock mechanism 1.
A brake lock control signal 204 of "H" is output to maintain the brake lock state, and an excitation current is supplied to the operating coil 108 of the electromagnetic valve 100 to move the automatic transmission 20 to the parking range position as described above. Perform the switching operation. Note that the buzzer 118 notifies the driver that the main parking brake of the vehicle has been left in the non-braking state during the period from when the driver leaves the seat to when the automatic transmission 20 is switched to the parking range position. Alert.
Then, the parking range detection switch 110 detects that the automatic transmission 20 has moved to the parking range position and outputs the parking range detection signal 208 to the control circuit 114.
4 outputs a brake lock control signal 204 of "L" to the brake lock device, and at this point the brake lock state is released for the first time.

In this way, if the automatic transmission 20 is in a position other than the parking range with the brakes locked, the parking brake is not applied, and the ignition switch 12 is in the on state, and the driver leaves the seat, the brakes are locked. By maintaining the brake lock state of the mechanism 10 and releasing the brake lock state only after the automatic transmission 20 moves to the parking range position, it is possible to prevent the vehicle from being left unbraked. .

Further, after the automatic transmission 20 moves to the parking range position, the current supply to the brake lock mechanism 10 is cut off, so that consumption of the battery 18 can be reduced.

As explained above, according to the present invention, when the transmission is in the brake lock state and the transmission is in a range position other than the parking range and the parking brake is in the non-braking state, the brake lock state of the brake lock mechanism is released by other than depressing the accelerator. If the transmission is in the parking range position, the brake lock mechanism remains in the brake lock state, and a drive signal is output from the control circuit to the transmission drive device to switch the transmission to the parking range position, and after the transmission is switched to the parking range position, the brake lock mechanism is activated. By releasing the brake lock state, it is possible to prevent the vehicle from being left unbraked.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram showing a preferred embodiment of a vehicle parking lock device according to the present invention, and FIG.
FIG. 3 is an explanatory view showing the engagement hole of the detent plate. 10... Brake lock mechanism, 12... Ignition switch, 14... Seat switch, 2
0... Automatic transmission, 26... Shift lever, 58
...Transmission drive device, 110... Parking range detection switch, 112... Parking brake switch, 114... Control circuit, 204... Brake lock control signal, 206... Drive signal.

Claims (1)

[Scope of Claim for Utility Model Registration] An automatic transmission including a braking force holding mechanism provided in the service wheel brake system to automatically maintain the service wheel brake in a braking state under predetermined braking conditions, and having a parking range position. A parking lock device for a vehicle, comprising: a transmission drive device that can automatically switch and drive the automatic transmission to a parking range position in response to a predetermined drive signal; and a parking range that detects the parking range position of the transmission. a detection device; and a control circuit for controlling the braking force holding mechanism and the automatic transmission drive device, the control circuit controlling the braking force holding mechanism and the automatic transmission drive based on the ignition signal and the parking range detection signal. The control circuit is equipped with a computing unit that supplies a control signal to the machine drive system, and a delay circuit that continues to supply battery voltage to the computing unit for a certain period of time after the ignition switch is turned off. If the automatic transmission is in a range other than the parking range with the brakes locked and the ignition key is turned off, the service wheel brakes will be turned on for a certain period after the ignition switch is turned off, determined by the delay circuit. The brake system continues to be locked, during this period the automatic transmission is switched to a parking range position, and after the switching to the parking range position is completed, the brake lock of the service wheel brake system is released. Parking lock device.