JPS6332006Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a back-up prevention device that prevents a vehicle from backing up naturally on a slope or the like.

(Prior art) This type of conventional back-up prevention device is, for example,
As shown in Publication No. 56-39926, a lock gear is attached to the output shaft of the transmission via a one-way clutch, and a lock lever that engages and disengages from the lock gear and is normally biased in the disengaged direction;
a cam member that presses the lock lever in the engagement direction in conjunction with a shift operation of the gear change lever to a predetermined forward speed, and the lock lever is engaged with the lock gear when the gear change lever is shifted to forward speed or neutral. This also prevents the vehicle from backing up inadvertently.

(Problems to be Solved by the Invention) However, in the above-mentioned backtracking prevention device, in order to always urge the lock lever in the disengagement direction, there is a gap between the free end of the lock lever and the transmission case. However, in the structure described above, it goes without saying that the return spring needs to be separately prepared and assembled. It is necessary to form a locked portion for locking, which requires more time and effort to assemble and increases costs.

In addition, in the case of the above-mentioned backing prevention device, when the shift lever is shifted from reverse to one forward speed, specifically, 1st speed and the vehicle comes to a stop or a state close to it, the backing prevention device is activated. This prevents the vehicle from moving backwards, but when the shift lever is shifted from reverse to neutral or other forward speeds, such as 2nd speed, the reverse preventive device does not operate, and therefore the occupant cannot operate the reverse preventive device. If it is not possible to know whether or not
It is also possible for the car to back up inadvertently.

This idea was developed in view of the above circumstances.
The purpose is to use an operating switch that detects the operating state of the anti-reverse device to reliably inform the occupants of the operating state of the anti-reverse device, while also making effective use of the spring that constitutes the switch. Therefore, it is an object of the present invention to provide a backward prevention device capable of biasing the lock lever in the non-engaging direction.

(Means for Solving the Problems) In order to achieve the above object, the present invention has a lock gear attached to the output shaft of a transmission via a one-way clutch, a lock lever that engages and disengages from the lock gear, and a gear shift lever. A vehicle backward prevention device comprising: a cam member that presses the lock lever in the engagement direction in conjunction with a shift operation to a predetermined forward speed; The plunger is equipped with a plunger that moves forward and backward, and a spring that always biases the plunger in the advancing direction, and is turned on and off as the plunger moves in and out as the lock lever swings, and detects engagement and disengagement of the lock lever with the lock gear. In addition, the lock lever is biased in the disengagement direction via the plunger by the reaction force of the spring of the switch.

(Function) According to the present device, the engagement and disengagement of the lock lever with the lock gear can be known by the on/off operation of the operating switch, and the lock lever can be urged in the disengagement direction by the spring that constitutes the operating switch without the need for a separate special spring.

(Embodiment) Hereinafter, an embodiment of the vehicle backward prevention device according to the present invention will be described based on the drawings.

In the figure, 1 is the transmission case, 2
is an output shaft of a transmission housed in a transmission case 1. A bearing sleeve 3 is spline-fitted to the shaft end of the output shaft 2, and a one-way clutch 4 and a needle bearing 5 are connected to the bearing sleeve 3. The lock gear 6 is rotatably supported in only one direction.

Specifically, a boss portion 7 that fits over the outer circumference of the bearing sleeve 3 is integrally formed on the lock gear 6, and a needle is formed between the inner peripheral surface of the boss portion 7 and the outer peripheral surface of the bearing sleeve 3. A bearing 5 is interposed therein, and a large-diameter cylindrical portion 8 that surrounds the radially outer side of the boss portion 7 is integrally formed in the bearing sleeve 3, and the inner peripheral surface of the large-diameter cylindrical portion 8 and the boss portion are integrally formed. The one-way clutch 4 is interposed between the one-way clutch 4 and the outer circumferential surface of the lock gear 7 to support the lock gear 6 so as to be rotatable in only one direction with respect to the bearing sleeve 3.

9 is a lock nut that is screwed onto the shaft end of the output shaft 2 to prevent the bearing sleeve 3 from moving in the axial direction;
Reference numeral 10 denotes a washer interposed between the lock nut 9 and the bearing sleeve 3, and in the embodiment shown in the figure, the outer diameter of the washer 10 is set to the outer diameter of the bearing sleeve 3, as shown in FIG. Form larger than the diameter,
A blocking portion 11 is provided that comes into contact with a side end surface of the lock gear 6 supported on the bearing sleeve 3, and the blocking portion 11 prevents the lock gear 6 from moving in the axial direction with respect to the bearing sleeve 3.

Further, a part of the inner circumferential edge of the washer 10 is bent toward the bearing sleeve 3 to provide a first engaging portion 12 that engages with an engaging groove 3a formed at the shaft end of the bearing sleeve 3. The blocking portion 1 in the washer 10
A bendable second engaging portion 13 is provided within the engaging groove 9a formed in the lock nut 9 by forming a notch in a part of the lock nut 9.

Reference numeral 15 denotes a lock lever whose one end is pivotally connected to the transmission case 1 via a pivot shaft 16, and a lock pawl 17 that engages with the lock gear 6 is located midway in the length direction of the lock lever 15. The lock pawl 17 of the lock lever 15 is integrally formed with the working surface 18 which is in contact with the cam surface 27 of the cam member 28 (to be described later), and the spring reaction force of the spring 37 of the operating switch 35 (to be described later) causes the lock pawl 17 of the lock lever 15 to
The lock gear 6 is always biased in the non-engaging direction.

Further, 21 is a first shift forkshaft for 1st and 2nd speeds, 22 is a 2nd shift forkshaft for 2nd and 3rd speeds, and 23 is a 3rd shift forkshaft for reverse, these three shift forkshafts. 21, 22, and 23 are provided within the transmission case 1 below the lock gear 6 and parallel to the output shaft 2 so as to be freely movable in the axial direction.

A snap ring 25 and a locking pin 26 are attached to the shaft end of the first shift fork shaft 21 with a predetermined gap between them, and between the snap ring 25 and the lock pin 26 of the first shift fork shaft 21, Cam surface 27 on the outer periphery
A cam member 28 having a cam member 28 is slidably inserted thereinto, and a coil spring 29 is interposed between the cam member 28 and the snap spring 25, so that the spring reaction force of the coil spring 29 causes the cam member 28 to
is biased in the direction of entering the swinging region of the lock lever 15 (to the left in FIG. 2).

Further, as shown in FIGS. 3 and 10, the shaft end of the third shift fork shaft 23 is provided with a lock lever 15 that swings in conjunction with the shift operation of the third shift fork shaft 23 to the reverse position. A stopper member 30 having a bottomed cylindrical shape that can extend into the area is inserted so as to be freely movable in the axial direction, and a pin protruding from the third shift fork shaft 23 is inserted into a long hole 31 formed in the stopper member 30. 32, the pin 32 and the elongated hole 31 regulate the movement range of the stopper member 30 to a predetermined stroke, and the stopper member is inserted between the stopper member 30 and the third shift fork shaft 23. A coil spring 33 is interposed to bias the lock lever 30 in the direction of entering the swinging region of the lock lever 15.

The stopper member 30 is shown in FIGS. 1 and 3.
As shown in the figure, the lock pawl 17 of the lock lever 15 is fitted into the lower surface of the lock lever 15 in a state in which it is fully engaged with the lock gear 6.

Further, in the embodiment shown in the figure, the lock lever 15
An operating pin 34 is attached to the pivot point with the pivot shaft 16, which protrudes in the radial direction and swings together with the lock lever 15, and an operating switch 35 is attached to the transmission case 1, so that when the lock lever 15 swings, the operating pin 34 is attached. By moving the operating switch 35 via the operating pin 34, an alarm 40, which will be described later, is operated.

The operating switch 35 includes a plunger 36 made of a conductive material that moves forward and backward into the swinging region of the operating pin 34, and a spring 3 that biases the plunger 36 into the swinging region of the operating pin 34.
7 and the spring 37 of the plunger 36
The plunger 36 contacts and closes contacts 38, 38 when the plunger 36 moves to the right in FIG. The lock lever 15 is biased in the non-engaging direction (counterclockwise in FIG. 1).

Further, the alarm 40 is incorporated into an instrument panel (not shown), and the operating switch 35
The lock lever 15 is provided with a green lamp 41 that lights up when the contacts 38, 38 are closed, and a red lamp 42 that lights up when the contacts 38, 38 open. When the lock pawl 17 of the lever 15 engages with the lock gear 6, the plunger 36 moves to the right in FIG. 38 is closed, the green lamp 41 of the alarm 40 lights up, and when the lock lever 15 swings counterclockwise in FIG. Due to the spring reaction force of the spring 37 of the operating switch 35, the plunger 36 moves to the left in FIG. 1 and opens the contacts 38, 38, so that the red lamp 42 of the alarm 40 lights up.

In addition, 45 in the figure is a speedometer gear,
The gear 45 meshes with a drive gear 46 formed on the outer periphery of the lock nut 9.

Reference numeral 50 denotes a back clamp switch, which includes a plunger 51 that moves forward and backward within the movement area of the operating portion 32a of the pin 32 protruding from the third shift fork shaft 23, and a plunger 51 that moves the plunger 51 into the movement area of the operating portion 32a. Due to the return spring 52 biasing the plunger 51 into the area and the movement of the plunger 51 against the spring 52, the plunger 5
1 is provided with contacts 53, 53 which are brought into contact and closed.

Next, the operation of the backward prevention device having the above structure will be explained.

1 to 3 show the state when the gear shift lever is shifted from the forward speed position to the neutral position. In this state, the lock pawl 17 of the lock lever 15 is engaged with the lock gear 6. Due to the spring reaction force of the spring 33, the stopper member 30 enters the swinging region of the lock lever 15, as shown in FIG. 3, and prevents the lock lever 15 from swinging in the counterclockwise direction in FIG. This prevents the lock gear 6 from rotating, and prevents the output shaft 2 from rotating in the reverse direction due to the action of the one-way clutch 4, in other words, prevents the vehicle from moving backward. .

Even if the shift lever is again shifted to any forward speed from the above state, the stopper member 30 maintains the state in which the lock lever 15 is prevented from swinging counterclockwise in FIG. The preventive state is also maintained.

Next, when the gear shift lever is shifted from the state shown in FIGS. 1 to 3 to the reverse position, the third shift fork shaft 23 moves rightward from the position shown in FIG. The member 30 is also moved to the right from the position shown in FIG.
As shown in FIG. 4, in order to move out of the swinging area of the lock lever 15, the lock lever 1
5 swings in the counterclockwise direction in FIG. The engagement is released, and therefore the lock gear 6 and the output shaft 2 become free from now on, in other words, the reverse prevention device does not operate, and the vehicle can freely move backward.

Next, when the gear shift lever is shifted from the reverse position to the neutral position, the third shift fork shaft 23 moves leftward from the position shown in FIG. Although the stopper member 30 tries to move to the left in the figure, as shown in FIG. 17 is not engaged with the lock gear 6, and therefore the lock gear 6 and the output shaft 2 are free, in other words, the reverse prevention device does not operate, so that even if the vehicle is in the middle of reversing, it cannot come to a sudden stop. do not have.

On the other hand, when the gear shift lever is shifted from the reverse position to the neutral position as described above to the first gear, the first shift fork shaft 21
moves leftward from the position shown in FIG. 15 in the clockwise direction as shown in FIG.

However, the lock gear 6 is rotating at high speed along with the output shaft 2, and the force exerted by the spring 29 to move the cam member 28 and engage the lock pawl 17 of the lock lever 15 with the lock gear 6 is generated. However, the lock lever 1 cannot overcome the high speed rotation of the lock gear 6.
5 is blown away counterclockwise by Figure 5, and is blown away by Figure 6.
As shown in FIG. b, the spring 29 is compressed, thereby preventing the lock claw 17 of the lock lever 15 from engaging with the lock gear 6.

When the rotation of the lock gear 6 reaches a very low speed (a speed on the verge of stopping the vehicle), the spring reaction force accumulated in the spring 29 causes the cam member 28 to move leftward from the state shown in FIG. 6b. The lock lever 15 is moved clockwise by the cam member 28 from the state shown in FIG. Due to the clockwise rocking of the stopper member 30, the stopper member 30 is moved by the spring reaction force of the spring 33.
Entering the swinging region of the lock lever 15,
This prevents the lock lever 15 from swinging counterclockwise in FIG. 1, thereby preventing the vehicle from moving backward.

Therefore, when the gear shift lever is shifted from reverse to first gear while the vehicle is in reverse, the reverse prevention device does not operate until just before the vehicle comes to a stop.
You can avoid sudden stops of your car.

On the other hand, when the gear shift lever is shifted from the reverse position to the neutral position as described above to the second gear, the first shift fork shaft 21 is shifted in the opposite direction to that when shifted to the first gear, that is, as shown in FIG. Since the cam member 28 provided on the shaft 21 moves away from the lock lever 15 by moving to the right from the state shown in FIG. 5b, the lock lever 15 swings clockwise from the state shown in FIG. 5a. Therefore, the reverse prevention device will not operate.

During the above operation, when the lock pawl 17 of the lock lever 15 engages with the lock gear 6, the plunger 36 of the operating switch 35 is pushed by the operating pin 34, causing the operating pin 34 to swing. The switch 35 exits from the moving area, and accordingly, the switch 35 outputs an on signal.
Since the green lamp 41 of the alarm 40 lights up, the driver can know that the reverse prevention device is operating, and on the other hand, the lock lever 15 swings counterclockwise in FIG. When the lock pawl 17 is separated from the lock gear 6, the plunger 36 is released from the spring 37.
Due to the spring reaction force, the operating pin 34 advances into the swinging range, and accordingly, the switch 35 outputs an off signal and the red lamp 42 of the alarm 40 lights up, so the driver backs up. This allows you to immediately know that the preventive device is not working.

(Effects of the invention) As described above, the present invention includes a lock gear attached to the output shaft of a transmission via a one-way clutch, a lock lever that engages and disengages from the lock gear,
In an automotive back-back prevention device comprising a cam member that presses the lock lever in an engaging direction in conjunction with a shift operation of a gear shift lever to an arbitrary forward speed, one end of the cam member contacts the lock lever and locks the lock lever. The lock lever is equipped with a plunger that moves in and out by swinging, and a spring that always biases the plunger in the advancing direction, and is turned on and off by moving the plunger in and out as the lock lever swings, thereby engaging and disengaging the lock lever from the lock gear. An operating switch is provided to detect the locking lever, and the spring reaction force of the switch biases the lock lever in the disengagement direction via the plunger, so it can be immediately determined whether or not the reverse prevention device is operating. Therefore, it is possible to prevent the vehicle from moving backwards against the driver's will, and the spring constituting the actuating switch is used to bias the lock lever in the disengaged direction. As a result, the number of parts and the assembly process can be reduced accordingly.

[Brief explanation of the drawing]

The drawings show an embodiment of the reverse prevention device according to the present invention, and FIG. 1 is a partially cutaway front view, FIG. 2 is a cross-sectional view taken along the line of FIG.
The figures are a sectional view taken along the line shown in Fig. 1, Fig. 4 is a sectional view corresponding to Fig. 2 when shifted to reverse, and Fig. 5 is a sectional view corresponding to Fig. 2 when shifted to reverse.
The figure is a sectional view of the main parts of each part when shifting from reverse to neutral, Figure 6 is a sectional view of the main parts of each part when shifting from reverse to 1st gear while the car is moving backwards, and Figure 7 is a sectional view of the main parts of the car when shifting from reverse to first gear. Enlarged cross-sectional view,
FIG. 8 is a sectional view of the operating switch, FIG. 9 is a perspective view of the lock lever, and FIG. 10 is a sectional view of the back clamp switch. 2...Output shaft, 4...One-way clutch, 6
...Lock gear, 15...Lock lever, 28...
...Cam member, 35... Operating switch, 36... Plunger, 37... Spring.

Claims (1)

[Scope of utility model registration request] A lock gear is attached to the output shaft of the transmission via a one-way clutch, a lock lever engages and disengages from the lock gear, and the lock lever is pressed in the engagement direction in conjunction with the shifting operation of the gear change lever to an arbitrary forward speed. A reversing prevention device for an automobile comprising a cam member that has one end in contact with the lock lever and moves in and out as the lock lever swings, and a spring that constantly biases the plunger in the advancing direction. An operating switch is provided which operates on and off as the plunger moves in and out as the lock lever swings, and detects engagement and disengagement of the lock lever with the lock gear. A backward prevention device for an automobile, characterized in that the lock lever is biased in a non-engaging direction.