JP2008032039A - Automatic transmission shift switching device - Google Patents

Abstract

A vehicle is kept in a safe state even when an actuator of a shift switching device becomes inoperable.
A shift control mechanism includes a manual shaft that is rotated by an actuator, a detent plate that is rotated by the manual shaft, a rod that is operated by the rotation of the detent plate, and an output shaft of the transmission. It includes a fixed parking gear 108, a parking lock pole 106 for locking the parking gear 108, and an abnormal vehicle fixing actuator 1000. The abnormal vehicle fixing actuator 1000 includes a rod that advances to the parking gear 108 so as to fix the tooth portion of the parking gear 108 when the operating lever connected via the wire harness is pulled up by the driver.
[Selection] Figure 2

Description

  The present invention relates to a shift switching device for an automatic transmission that switches a shift position (shift range) of an automatic transmission via an actuator such as a motor. In particular, even if the actuator of the shift switching device becomes inoperable. The present invention relates to a shift switching device for an automatic transmission that can hold a vehicle in a safe stop state.

  Some automatic transmissions mounted on vehicles include a stepped automatic transmission composed of a fluid coupling such as a torque converter and a gear-type transmission mechanism, two pulleys whose effective diameter is changed by hydraulic pressure, and those There is a continuously variable automatic transmission composed of a metal belt wound around a pulley.

  The stepped automatic transmission is connected to the engine via a fluid coupling such as a torque converter. A stepped automatic transmission is composed of a transmission mechanism (gear-type transmission mechanism) having a plurality of power transmission paths. For example, the power transmission path is automatically switched based on the accelerator opening and the vehicle speed. In other words, the transmission gear ratio (travel speed stage) is automatically switched. In a stepped automatic transmission, a gear stage is determined by engaging and releasing a clutch element, a brake element, and a one-way clutch element, which are friction elements, in a predetermined state.

  A continuously variable automatic transmission is also connected to the engine via a fluid coupling such as a torque converter. For example, a belt-type continuously variable transmission uses a metal belt and a pair of pulleys to change the effective diameter of the pulleys by hydraulic pressure, thereby realizing continuously variable transmission. Specifically, an endless metal belt is used by being wound around an input side pulley attached to an input shaft and an output side pulley attached to an output shaft. The input side pulley and the output side pulley are each provided with a pair of sheaves whose groove width can be changed steplessly. By changing the groove width, the winding radius of the endless metal belt with respect to the input side pulley and the output side pulley changes, Thereby, the rotation speed ratio between the input shaft and the output shaft, that is, the gear ratio can be continuously changed continuously.

  In any of these types of automatic transmissions, in general, a vehicle having an automatic transmission has a sliding shift operated by a driver (hereinafter, the driver may be referred to as a driver). A lever is provided, and a shift position (for example, reverse travel position, neutral position, forward travel position) is set based on a slide operation of the shift lever.

  Recently, not only a shift operation device using such a slide-type shift lever but also a so-called shift-by-wire shift operation device is known. Such a shift operation device has a configuration in which a driver's shift operation is detected by a sensor or a switch (sensors), and one position among a plurality of positions is selected according to the detection signal. Further, in the case of such a shift-by-wire system, the shift lever is not limited to a slide type, and so-called joystick type operation buttons and push button type operation elements have been proposed. In this joystick type operation element, a driver performs a shift operation by tilting a lever forward, backward, left and right.

  Regarding a shift-by-wire type shift operation device, Japanese Patent Laying-Open No. 2005-69295 (Patent Document 1) includes two actuators for fail-safe as actuators, and any actuator can be switched in range. Disclosed is a position switching device for a shift-by-wire automatic transmission. This switching device changes from the main motor to the sub motor when the actuator of the shift-by-wire automatic transmission fails while the vehicle is running and the main motor malfunctions to switch the position position toward the parking position. Since the switching control is not in time, switching to the parking position is prevented. This switching device is a position switching device for a shift-by-wire automatic transmission that performs switching to a target position by an actuator that responds to an electrical target position signal, and is advantageous for low torque as an actuator. A low-torque actuator and a high-torque actuator that is advantageous for high torque, and switching the position related to the parking position from a position other than the parking position to the parking position or from the parking position to a position other than the parking position. When performing a position change by operating a high torque type actuator, and when performing a position switch that is not related to the parking position between positions other than the parking position, it is low. It actuates the torque actuator characterized by being configured to perform position changeover to.

According to this switching device, even if the low torque type actuator continues to operate in the parking position direction due to the failure after the low torque type actuator fails, before the switching to the high torque type actuator is completed. Because of the low torque of the low torque type actuator, the speed is reduced by the load resistance accompanying the operation of the park lock device before the parking position position, and the parking position is changed before switching from the low torque type actuator to the high torque type actuator. Can be prevented, and unpleasant noise can be generated from the parking gear or the park lock mechanism can be damaged.
JP 2005-69295 A

  However, in the position switching device of the shift-by-wire automatic transmission disclosed in Patent Document 1 described above, two actuators are used depending on the type of shift position switching. For this reason, an increase in cost for two actuators (and different types) and an increase in cost for complicated control of these actuators are caused. Further, when two actuators having different characteristics are used properly and position switching relating to the parking position is executed, the high torque type actuator is operated to perform position switching. If this high torque type actuator fails, there is a possibility that the shift position cannot be switched to the parking position.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an automatic transmission that can keep a vehicle in a safe stop state even if an actuator of a shift switching device falls into an inoperable state. It is to provide a machine shift switching device.

  According to a first aspect of the present invention, there is provided a shift switching device for an automatic transmission, wherein one shift position corresponding to an operation from among a plurality of shift positions by moving a mechanical element by an actuator based on an electric signal in accordance with an operation by a driver. Shift switching means for switching to, and if the driver operates to switch the shift position to the parking position, regardless of the means for locking the parking gear via the mechanical element and the operating state of the actuator, A locking mechanism for locking the parking gear.

  According to the first invention, the shift switching means does not switch the shift position by combining mechanical elements as in the shift-by-wire system described above, but controls the actuator with an electric signal to control the automatic transmission. A manual shaft, which is a mechanical element, is rotated to switch to one shift position corresponding to the driver's operation from a plurality of shift positions. Regardless of the operating state of the actuator (for example, it is assumed that the actuator cannot be operated but may be operated), a lock mechanism that can lock the parking gear is provided. For example, when the vehicle is stopped and the shift position cannot be switched by the actuator, the parking gear can be forcibly locked by the lock mechanism to maintain the parking state. As a result, it is possible to provide a shift switching device for an automatic transmission that can keep the vehicle in a safe stop state even if the actuator of the shift switching device becomes inoperable.

  In the shift switching device for an automatic transmission according to the second invention, in addition to the structure of the first invention, the lock mechanism is operated by a driver's operation and has a parking lock pole for locking the parking gear when activated. Includes a mechanism for moving to the parking side.

  According to the second invention, when the driver operates the lock mechanism, the parking lock pole is moved to the parking side to lock the parking gear. For this reason, when the shift position cannot be switched by the actuator, the parking gear can be forcibly locked by the lock mechanism to maintain the parking state.

  In the shift switching device for an automatic transmission according to the third aspect of the invention, in addition to the configuration of the first aspect, the lock mechanism is actuated by a driver's operation at a trough between the teeth of the parking gear. A member that can be advanced and retracted is included.

  According to the third aspect of the present invention, when the driver operates the lock mechanism, the member is advanced to the valley (concave portion) between the teeth of the parking gear to lock the parking gear. For this reason, when the shift position cannot be switched by the actuator, the parking gear can be forcibly locked by the lock mechanism to maintain the parking state.

  In the shift switching device for an automatic transmission according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, when the member operates and advances toward the trough, the member meshes with the tooth portion.

  According to the fourth aspect of the present invention, when the driver operates the lock mechanism, the member is advanced to the valley (concave portion) between the teeth of the parking gear, and the member meshes with the teeth to lock the parking gear. For this reason, when the shift position cannot be switched by the actuator, the parking gear can be forcibly locked by the lock mechanism to maintain the parking state.

  In the shift switching device for an automatic transmission according to the fifth aspect of the invention, in addition to the configuration of the third or fourth aspect of the invention, the lock mechanism includes an elastic member that advances the member toward the valley and an operation of the driver. And a stopper that is actuated to prevent the member from advancing.

  According to the fifth aspect of the present invention, when the driver operates the lock mechanism, the stopper is released, and the member advances by the elastic force to the valley portion (concave portion) between the tooth portions of the parking gear. Lock. For this reason, when the shift position cannot be switched by the actuator, the parking gear can be forcibly locked by the lock mechanism to maintain the parking state.

  In the shift switching device for an automatic transmission according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the lock mechanism is connected via a power supply line of a system different from the power supply line of the actuator. It is actuated by at least one of the force generated by the supplied electric power and the mechanical force that does not require electric power.

  According to the sixth aspect of the present invention, a parking state in which the parking gear can be locked and the vehicle can be held in a safe stop state by the force generated by the power supplied from the power supply line different from the power supply line of the actuator. Can be maintained. In addition, the parking gear can be maintained by a mechanical force that does not require electric power (for example, a specific knob is pulled up by the driver) and the parking gear can be kept in a safe stop state.

  According to a seventh aspect of the present invention, there is provided a shift switching device for an automatic transmission, in addition to the configuration of any one of the first to sixth aspects, for inhibiting the operation of the lock mechanism when the vehicle is in a travelable state. It further includes prohibition means.

  According to the seventh invention, even if the driver erroneously operates the lock mechanism during traveling of the vehicle or the like, the lock mechanism is prohibited from operating. Therefore, the lock mechanism is not operated during vehicle travel (forward travel position or reverse travel position). Can be prioritized and shift switching by the actuator can be prioritized.

  In the shift switching device for an automatic transmission according to the eighth aspect of the invention, in addition to the configuration of the seventh aspect, the prohibiting means is mounted on the vehicle and is based on the state of the power generation mechanism that is operated by the travel source of the vehicle. Means for inhibiting the operation of the locking mechanism.

  According to the eighth aspect of the invention, the power generation mechanism is in an operating state based on the state (whether it is in an operating state) of a power generation mechanism (alternator or motor generator) that is rotated by a travel source (usually an engine) of the vehicle. And the operation of the locking mechanism is prohibited. Thus, even when the driver erroneously operates the lock mechanism, the lock mechanism is activated while the travel source capable of traveling the vehicle is operating (and may be a forward travel position or a reverse travel position). The shift switching by the actuator can be prioritized without operating.

  In the shift switching device for an automatic transmission according to the ninth aspect of the invention, in addition to the configuration of the eighth aspect, the prohibiting means is mounted on the vehicle and operates the lock mechanism based on the electric power supplied from the power generation mechanism. Including means for prohibiting

  According to the ninth aspect, it is possible to inhibit the operation of the lock mechanism using the power generated by the power generation mechanism (for example, supplying power from the power generation mechanism to the coil to generate electromagnetic force).

  In the shift switching device for an automatic transmission according to the tenth aspect of the invention, in addition to the configuration of any of the seventh to ninth aspects, the prohibiting means is directed toward a trough between the teeth of the parking gear by an elastic force. Means for preventing the advancement of the member using a stopper for preventing the advancement of the member to be advanced.

  According to the tenth invention, operation of the lock mechanism is prohibited by using power generated by the power generation mechanism or a signal indicating that power generation is in progress (for example, a flag that is set when power is supplied from the power generation mechanism). can do.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
FIG. 1 shows a configuration of a shift control system 10 including a shift switching device for an automatic transmission according to the present embodiment. In the present embodiment, when an abnormality occurs, the shift position is moved from the non-P position to the P position by the driver's operation.

  This shift control system 10 is used for switching the shift position of a vehicle. The shift control system 10 includes a P switch 20, a shift switch 26, a vehicle power switch 28, a vehicle control device (hereinafter referred to as “EFI-ECU”) 30, a parking control device (hereinafter referred to as “SBW (Shift By Wire) −). ECU ”40, actuator (motor) 42, encoder 46, shift control mechanism 48, display unit 50, meter 52, and drive mechanism 60. The shift control system 10 functions as a shift-by-wire system that switches the shift position by electrical control. Specifically, the shift control mechanism 48 is driven by the actuator 42 to switch the shift position.

  The vehicle power switch 28 is a switch for switching on / off of the vehicle power. The vehicle power switch 28 is not particularly limited, and is, for example, an ignition switch. An instruction received from a user such as a driver by the vehicle power switch 28 is transmitted to the EFI-ECU 30. For example, when the vehicle power switch 28 is turned on, power is supplied from an auxiliary battery (not shown), and the shift control system 10 is activated.

  The P switch 20 is a switch for switching the shift position between a parking position (hereinafter referred to as “P position”) and a position other than parking (hereinafter referred to as “non-P position”). Includes an indicator 22 for indicating to the driver, and an input unit 24 for receiving an instruction from the driver. The driver inputs an instruction to put the shift position into the P position through the input unit 24. The input unit 24 may be a momentary switch. The instruction from the driver received by the input unit 24 is transmitted to the SBW-ECU 40 through the EFI-ECU 30 and the EFI-ECU 30. In addition, the shift position may be switched from the non-P position to the P position by means other than the P switch 20 described above.

  The SBW-ECU 40 controls the operation of the actuator 42 that drives the shift control mechanism 48 to switch the shift position between the P position and the non-P position, and presents the current shift position state to the indicator 22. When the driver depresses the input unit 24 when the shift position is the non-P position, the SBW-ECU 40 switches the shift position to the P position and presents the indicator 22 that the current shift position is the P position.

  The actuator 42 is configured by a switched reluctance motor (hereinafter referred to as “SR motor”), and drives the shift control mechanism 48 in response to an instruction from the SBW-ECU 40. The encoder 46 rotates integrally with the actuator 42 and detects the rotation state of the SR motor. The encoder 46 of the present embodiment is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The SBW-ECU 40 obtains a signal output from the encoder 46, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The shift switch 26 switches the shift position to a position such as a drive position (D), a reverse position (R), a neutral position (N), a brake position (B), or the P position when it is in the P position. It is a switch for canceling. The instruction from the driver received by the shift switch 26 is transmitted to the EFI-ECU 30. The EFI-ECU 30 performs control to switch the shift position in the drive mechanism 60 based on an instruction from the driver, and presents the current shift position state to the meter 52. The drive mechanism 60 is composed of a continuously variable transmission mechanism, but may be composed of a stepped transmission mechanism.

  The EFI-ECU 30 comprehensively manages the operation of the shift control system 10. Display unit 50 displays instructions, warnings, and the like for the driver issued by EFI-ECU 30 or SBW-ECU 40. The meter 52 presents the state of the vehicle equipment, the state of the shift position, and the like.

  FIG. 2 shows the configuration of the shift control mechanism 48. Shift positions include P positions and non-P positions (R, N, and D positions. In addition to D positions, D1 positions that are fixed at 1st speed and D2 positions that are fixed at 1st and 2nd speeds (fixed at 2nd speed) But it is good). The shift control mechanism 48 includes a manual shaft 102 rotated by an actuator 42, a detent plate 100 that rotates as the manual shaft 102 rotates, a rod 104 that operates as the detent plate 100 rotates, and an output shaft of a transmission (not shown). A parking gear 108 fixed to the parking gear 108, a parking lock pole 106 for locking the parking gear 108, a detent spring 110 and a roller 112 for limiting the rotation of the detent plate 100 and fixing the shift position. The detent plate 100 functions as a shift unit that is driven by the actuator 42 to switch the shift position. The manual shaft 102, the detent plate 100, the rod 104, the detent spring 110, and the rollers 112 serve as a shift switching mechanism. Further, the encoder 46 acquires a count value corresponding to the rotation amount of the actuator 42.

  In the perspective view of FIG. 2, only the valley (P position position) of the detent plate 100 is shown, but actually, as shown in the enlarged plan view of FIG. There are four valleys corresponding to the four positions of R and P. In the following description, switching between the P position and the non-P position will be described assuming that the positions D, N, and R are (collectively) non-P positions. However, the present invention is not limited to switching between the P position and the non-P position.

  FIG. 2 shows a state when the shift position is a non-P position. In this state, since the parking lock pole 106 does not lock the parking gear 108, the rotation of the drive shaft of the vehicle is not hindered. When the manual shaft 102 is rotated clockwise by the actuator 42 from this state, the rod 104 is pushed through the detent plate 100 in the direction of arrow A shown in FIG. The parking lock pole 106 is pushed up in the direction of arrow B shown in FIG. As the detent plate 100 rotates, one of the four valleys provided at the top of the detent plate 100, that is, the roller 112 of the detent spring 110 in the non-P position position 120, climbs over the mountain 122 and moves to the other valley. That is, the process moves to the P position position 124. The roller 112 is provided on the detent spring 110 so as to be rotatable in its axial direction. When the detent plate 100 rotates until the roller 112 reaches the P position position 124, the parking lock pole 106 is pushed up to a position where it engages with the parking gear 108. Thereby, the drive shaft of the vehicle is mechanically fixed, and the shift position is switched to the P position.

  In the shift control system 10, the SBW-ECU 40 is configured so that the roller 112 of the detent spring 110 has a peak 122 in order to reduce the load related to the shift switching mechanism such as the detent plate 100, the detent spring 110 and the manual shaft 102 when the shift position is switched. The amount of rotation of the actuator 42 is controlled so as to reduce the impact when falling over the vehicle.

  In such a shift control system 10, assuming that the shift position cannot be changed due to an abnormality in the power supply system of the vehicle when the vehicle is stopped, the following driver An abnormal vehicle fixing actuator 1000 having a mechanism to be operated is provided.

  As shown in FIG. 3, this abnormal vehicle fixing actuator 1000 is opposed to the rod 1010 so as to be separated from the parking gear 108 in the non-P state. Further, as shown in FIG. 4, when the rod 1010 of the abnormal vehicle fixing actuator 1000 advances in the direction of the parking gear 108 in the state of FIG. 3, the parking gear 108 is moved from the non-P state to the P state ( The rod 1010 comes into contact with the tooth valley (concave portion) of the parking gear 108. Thereby, the parking gear 108 is maintained in the P state.

  FIG. 5 shows the internal structure of the abnormal vehicle fixing actuator 1000 corresponding to FIG. 3, and FIG. 6 shows the internal structure of the abnormal vehicle fixing actuator 1000 corresponding to FIG.

  As shown in FIGS. 5 and 6, inside the abnormal vehicle fixing actuator 1000, a slide unit 1020, 1030 for supporting the rod 1010, a first gear 1040 provided on the top of the rod 1010, A second gear 1060 connected to one gear 1040 via a gear 1050, a wire harness 1070 for moving the second gear 1060 to the right in FIG. 5, and the direction of the wire harness 1070 is changed as necessary. The direction change part 1080, the operation lever 1100 for a driver | operator to pull the wire harness 1070, and the lever holding part 1090 which supports the operation lever 1100 are included.

  The operation lever 1100 and the lever grip 1090 are provided in a range that can be reached by the driver, and the second gear 1060 is moved to the right in the drawing by pulling up the wire harness 1070 through the operation lever 1100 as shown in FIG. The rod 1010 fixed to the first gear 1040 advances in the direction of the arrow shown in FIG. 6 when the gear 1050 rotates clockwise and the first gear 1040 moves to the left in the drawing. . At this time, the rod 1010 is supported by the slide units 1020 and 1030.

  The operation of the shift control system including the abnormal vehicle fixing actuator 1000 having the above-described structure will be described.

  While the vehicle is stopped, the driver pulls the operating lever 1100 upward as shown by the arrow in FIG. 5, so that the wire harness 1070 moves to the right and the gear 1050 rotates clockwise through the second gear 1060. The rod 1010 that rotates, moves leftward to the first gear 1040 and is fixed to the first gear 1040 advances along the slide units 1020 and 1030 toward the parking gear 108.

  Thereby, the state of FIG. 3 is changed to the state of FIG. In the state of FIG. 4, the parking gear 108 is fixed by the rod 1010, and the parking gear 108 is prevented from rotating. In this state, the parking gear 108 is not fixed via the manual shaft 102, the rod 104, and the parking pole 106, but parking is performed by the abnormal vehicle fixing actuator 1000 provided separately from the shift-by-wire system. The gear 108 is locked.

  As described above, according to the shift control system provided with the abnormal vehicle fixing actuator 1000 according to the present embodiment, even if the SBW-ECU 40 or the actuator 42 breaks down and becomes inactive, the operation lever By pulling up 1100, the mechanically connected abnormal vehicle fixing actuator 1000 can be operated, and the parking gear 108 can be locked by the rod 1010 of the abnormal vehicle fixing actuator 1000.

<Second Embodiment>
Hereinafter, a shift control system provided with an abnormal vehicle fixing actuator 2000 according to a second embodiment of the present invention will be described. The control blocks shown in FIG. 1 of the first embodiment described above are the same in the present embodiment, and therefore detailed description thereof will not be repeated here.

  In the present embodiment, the rod 1010 of the abnormal vehicle fixing actuator in the first embodiment is configured such that the rod is pushed out by an elastic body such as a spring, and the stopper is pushed out by the elastic force of the spring. (Progress to the parking gear 108) is prevented. When the stopper is released, the rod 1010 advances in the direction of the parking gear 108 by the elastic force of the spring.

  FIG. 7 shows the structure of the abnormal vehicle fixing actuator 2000 corresponding to FIG. 3, and FIG. 8 shows the composition of the abnormal vehicle fixing actuator 2000 corresponding to FIG.

  As shown in FIGS. 7 and 8, the abnormal vehicle fixing actuator 2000 is different in structure except that the stopper 2010 is supported by the slide units 1020 and 1030. As shown in FIGS. 7 and 8, the abnormal vehicle fixing actuator 2000 includes a stopper 2010 that prevents the stopper 2010 from proceeding to the parking gear 108, a stopper actuator 2020 that operates the stopper 2010, and a stopper actuator 2020. A relay 2050 for outputting the instruction signal, a battery 2062 for operating the relay 2050, a coil 2040 for operating the relay 2050, and the operation switch 2030 being closed to supply the power of the battery 2060 to the coil 2040. Circuit.

  As shown in FIG. 7, when the operation switch 2030 operated by the driver is open, no electromagnetic force is generated in the coil 2040 and the relay 2050 is not closed, so that an operation command signal is output to the stopper actuator 2020. The stopper 2010 is lowered without being pushed. In this state, the stopper 2010 prevents the rod 1010 from moving to the parking gear 108 by the spring 2080.

  As shown in FIG. 8, when the operation switch 2030 is closed by the driver, the electric power of the battery 2060 is supplied to the coil 2040, the relay 2050 is closed by the electromagnetic force generated by the coil 2040, and the battery 2062 to the stopper actuator 2020. An activation signal is output. The stopper actuator 2020 that has received the actuation signal pulls the stopper 2010 upward as indicated by the arrow in FIG. 8 by a force such as electromagnetic force. When the stopper 2010 is pulled upward in this way, the rod 1010 advances in the direction of the parking gear 108 along the slide units 1020 and 1030 by the elastic force of the spring 2080.

  The operation of the shift control system provided with the abnormal vehicle fixing actuator 2000 according to the present embodiment based on the above structure will be described.

  As in the first embodiment, when the vehicle is stopped, when the driver presses the operation switch 2030, the operation switch 2030 is closed, the power of the battery 2060 flows to the coil 2040, and the relay 2050 is closed by electromagnetic force. An operation command signal to the stopper actuator 2020 based on the electric power from the battery 2062 is output. The stopper actuator 2020 pulls the stopper 2010 upward by an electromagnetic force generated using, for example, the electric power of the battery 2062.

  When the stopper 2010 is pulled upward, the rod 1010 advances in the direction of the parking gear 108 along the slide units 1020 and 1030 by the elastic force of the spring 2080 provided at the rear end of the rod 1010 of the abnormal vehicle fixing actuator 2000. To do.

  As described above, according to the shift control system provided with the abnormal vehicle fixing actuator 2000 according to the present embodiment, instead of the mechanical processing in the first embodiment described above, by electrical processing, The stopper 1010 can be advanced in the direction of the parking gear 108.

  As shown in FIGS. 7 and 8, the battery 2060 and the battery 2062 are both batteries different from the power supply to the ECU and the actuator. Therefore, even if the power supply that supplies power to the SBW-ECU 40, the actuator 42, etc. fails, these power supplies and the batteries 2060 and 2062 shown in FIGS. Therefore, even if these power supplies fail, the stopper actuator 2020 can operate normally.

  It should be noted that the electric circuit as shown in FIGS. 7 and 8 is not configured, and the stopper 2010 is pulled up by connecting the wire harness shown in FIGS. 5 and 6 to the stopper 2010 and pulling up the wire harness 1070. May be.

<Third Embodiment>
Hereinafter, with reference to FIG. 9, a shift control system provided with an abnormal vehicle fixing actuator 10000 according to a third embodiment of the present invention will be described.

  The abnormal vehicle fixing actuator 10000 corresponds to the abnormal vehicle fixing actuator 1000 in the first embodiment, and when the vehicle is in a travelable state, the rod of the abnormal vehicle fixing actuator Proceeding to 1010 parking gear 108 is prohibited.

  As shown in FIG. 9, an abnormal vehicle fixing actuator 10000 according to the present embodiment includes a rotation stop actuator 10030 that stops the rotation of a gear 1050 provided between a first gear 1040 and a second gear 1060. , A signal line 10020 to which electric power as an operation signal for operating the rotation stop actuator 10030 is supplied, and an alternator 10010 connected to the signal line 10020 are included. Since other structures are the same as those shown in FIG. 5 or FIG. 6, detailed description thereof will not be repeated here.

  In an abnormal vehicle fixing actuator 10000 according to the present embodiment, if alternator 10010 is generating power, it is determined that the engine is operating, and power from the alternator is supplied to rotation stop actuator 10030 via signal line 10020. Is done. When the alternator 10010 generates power, a voltage is applied to the signal line 10020 to operate the rotation stop actuator 10030 so that the gear 1050 does not rotate. The rotation stop actuator 10030 stops the rotation of the gear 1050 by an electromagnetic force that is operated by electric power from the alternator 10010, for example.

  As described above, according to the shift control system provided with the abnormal vehicle fixing actuator 10000 according to the present embodiment, when the engine is operating (when the vehicle is running and when the vehicle can run), the driver Even if the operation lever 1100 is pulled up accidentally, a voltage is generated from the alternator 10010 and the rotation stop actuator 10030 is operated via the signal line 10020 so that the gear 1050 does not rotate. Therefore, even if the driver accidentally pulls up the control lever 1100 when the engine is in operation, the gear 1050 does not rotate by the rotation stop actuator 10030. Therefore, even if the wire harness 1070 is pulled up, the second gear 1060 and the second gear The rod 1010 does not travel in the direction of the parking gear 108 without the 1 gear 1040 moving.

A generator may be used instead of the alternator 10010.
<Fourth embodiment>
Hereinafter, with reference to FIG. 10, the shift control system provided with the abnormal vehicle fixing actuator 20000 according to the fourth embodiment of the present invention will be described.

  The abnormal vehicle fixing actuator 20000 according to the present embodiment is similar to the abnormal vehicle fixing actuator 2000 shown in FIGS. 7 and 8 in the second embodiment described above. In the same manner as described above, the operation of the stopper is prohibited by a signal from the alternator.

  As shown in FIG. 10, the abnormal vehicle fixing actuator 20000 according to the present embodiment operates the stopper actuator 2020 in addition to the configuration of the abnormal vehicle fixing actuator 2000 according to the second embodiment described above. It further includes an electric circuit portion 20010 for determining whether or not to perform the operation. Other configurations are the same as those described in the second embodiment or the third embodiment. Therefore, detailed description thereof will not be repeated here.

  Referring to FIG. 10, electric circuit unit 20010 includes A / D converter 20020 connected to signal line 10020 from alternator 10010, negator 20030 connected to A / D converter 20020, and negator 20030. Connected to the output signal line from the relay 2050 and the signal line from the relay 2050, and a logical product calculator 20040 for outputting an operation command signal for the solenoid of the stopper actuator 2020.

  When voltage is applied to the signal line 10020 connected to the alternator 10010 (voltage ≠ 0), the A / D converter 20020 sets the digital signal output to the negator 20030 to “1”. When no voltage is applied to the signal line 10020 from the alternator 10010 (voltage = 0), the A / D converter 20020 sets the digital signal output to the negator 20030 to “0”. The negator 20030 inverts “0” of the digital signal to “1” and inverts “1” to “0”.

  As a result, the digital signal output from the negator 20030 input to the logical product calculator 20040 is “0” when the alternator 10010 is generating power (voltage ≠ 0), and is not when the alternator 10010 is generating power (voltage = 0) is “1”.

  In addition, when the operation switch 2030 corresponding to the open / close state of the relay 2050 is open (switch is off), the other input line of the AND operator 20040 is “0”, and the operation switch 2030 is closed. When the switch is on (switch is on), “1” is input.

  The AND operator 20040 performs an AND operation based on the input signal from the negator 20030 and the input signal from the relay 2050, and a voltage is applied to the signal line 10020 from the alternator 10010 (voltage ≠ 0). The solenoid operation command is not output regardless of the operation state of the operation switch 2030 (operation signal = 0). On the other hand, when no voltage is applied to the signal line 10020 from the alternator 10010 (voltage = 0), only when the relay 2050 is closed (switch-on), “1” is set in the solenoid operation command.

  When a solenoid operation command signal in which “1” is set is output from the logical product calculator 20040, the stopper actuator 2020 is operated to lift the stopper 2010 upward.

  As described above, according to the shift control system including the abnormal vehicle fixing actuator 20000 according to the present embodiment, when the vehicle can run (when the engine is activated), as in the third embodiment described above. In the state where the operation switch 2030 is erroneously operated by the driver, the stopper 2010 is not pulled upward and the rod 1010 does not advance to the parking gear 108.

  Therefore, also in the present embodiment, it is possible to avoid malfunction of the abnormal vehicle fixing actuator using the electric circuit, as in the third embodiment.

<Other variations>
Hereinafter, another modification of the present embodiment will be described with reference to FIG.

  In the first to fourth embodiments described above, the parking gear 108 is set in the parking state and the parking state is maintained by causing the parking gear 108 to advance the rod of the vehicle fixing actuator at the time of abnormality ( The parking gear 108 is not rotated).

  However, the present invention is not limited to this. For example, as shown in FIG. 11, the parking lock pole 106 is moved upward as shown by the arrow C, and the parking lock pole 106 is engaged with the parking gear 108, whereby the parking state is maintained and the parking state is maintained. (The parking gear 108 is not rotated).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the shift control system which concerns on the 1st Embodiment of this invention. It is a figure which shows the structure of the shift control mechanism of FIG. It is a figure (before operation | movement) which shows operation | movement of the vehicle fixing actuator at the time of abnormality in the shift control system which concerns on the 1st Embodiment of this invention. It is a figure (operation) which shows operation | movement of the actuator for vehicle fixing at the time of abnormality in the shift control system which concerns on the 1st Embodiment of this invention. It is a figure (before operation | movement) which shows the structure of the actuator for vehicle fixing at the time of abnormality in the shift control system which concerns on the 1st Embodiment of this invention. It is a figure (during operation) which shows the structure of the actuator for vehicle fixation at the time of abnormality in the shift control system concerning a 1st embodiment of the present invention. It is a figure (before operation | movement) which shows the structure of the actuator for vehicle fixing at the time of abnormality in the shift control system which concerns on the 2nd Embodiment of this invention. It is a figure (during operation | movement) which shows the structure of the actuator for vehicle fixing at the time of abnormality in the shift control system which concerns on the 2nd Embodiment of this invention. It is a figure which shows the structure of the actuator for vehicle fixing at the time of abnormality in the shift control system which concerns on the 3rd Embodiment of this invention. It is a figure which shows the structure of the actuator for vehicle fixing at the time of abnormality in the shift control system which concerns on the 4th Embodiment of this invention. It is a figure which shows the effect | action of the actuator for vehicle fixing at the time of abnormality in the shift control system which concerns on the other modification of this invention.

Explanation of symbols

  10 shift control system, 20 P switch, 22 indicator, 24 input unit, 26 shift switch, 28 vehicle power switch, 30 EFI-ECU, 40 SBW-ECU, 42 actuator, 46 encoder, 48 shift control mechanism, 50 display unit, 52 meter, 60 drive mechanism, 70 shift system power supply abnormality detection unit, 100 detent plate, 102 manual shaft, 104 rod, 106 parking lock pole, 108 parking gear, 110 detent spring, 112 rollers, 120 non-P position position, 122 mountains , 124 P position position, 1000, 2000, 10000, 20000 An actuator for fixing the vehicle in an abnormal state.

Claims (10)

A shift switching device for an automatic transmission mounted on a vehicle,
Shift switching means for moving a mechanical element by an actuator to switch to one shift position corresponding to the operation from a plurality of shift positions based on an electrical signal according to an operation by a driver;
Means for locking the parking gear via the mechanical element when the driver operates the shift position to switch to the parking position;
A shift switching device for an automatic transmission, including a lock mechanism that locks the parking gear regardless of an operating state of the actuator.   2. The shift switching device for an automatic transmission according to claim 1, wherein the lock mechanism includes a mechanism that is operated by a driver's operation and moves a parking lock pole that locks the parking gear to the parking side when the lock mechanism is operated.   The shift switching device for an automatic transmission according to claim 1, wherein the lock mechanism includes a member that is actuated by a driver's operation and can move forward and backward toward a trough between teeth of the parking gear.   The shift switching device for an automatic transmission according to claim 3, wherein when the member is operated and proceeds toward the valley portion, the member is engaged with the tooth portion. The locking mechanism is
An elastic member for advancing the member toward the trough,
The shift switching device for an automatic transmission according to claim 3 or 4, further comprising a stopper that is actuated by a driver's operation to prevent the member from advancing.   The lock mechanism is operated by at least one of a force generated by power supplied via a power supply line different from the power supply line of the actuator and a mechanical force that does not require power. The shift switching device for an automatic transmission according to any one of claims 1 to 5.   The automatic transmission according to any one of claims 1 to 6, wherein the shift switching device of the automatic transmission further includes prohibiting means for prohibiting the operation of the lock mechanism when the vehicle is in a travelable state. Machine shift changer.   The automatic speed change according to claim 7, wherein the prohibiting means includes means for prohibiting the operation of the lock mechanism based on a state of a power generation mechanism mounted on the vehicle and operated by a travel source of the vehicle. Machine shift switching device.   The shift switching device for an automatic transmission according to claim 8, wherein the prohibiting means includes means for prohibiting the operation of the lock mechanism based on electric power supplied from the power generation mechanism mounted on the vehicle. .   The prohibiting means includes means for preventing the member from advancing using a stopper that prevents the member from advancing toward a trough between teeth of the parking gear by elastic force. The shift switching device for an automatic transmission according to any one of 7 to 9.

Images