JPH09295561A - Parking lock device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automatically inhibit rotation of a parking gear so as to surely prevent the movement of a vehicle against the intention by providing a lock mechanism including a lock lever operated to mesh with a parking gear when an engine is stopped and an actuator for operating the lock lever. SOLUTION: During the driving of a vehicle, it is judged in a control means 70 whether the position of an ignition key is off or not, and if yes, it is judged whether the shift range of an automatic transmission is neutral range (N) or not, and if the decision is NO, and also if the car speed is low, an electric current is applied to an actuator 66 to push forward a pressing rod 78 and a lever engaging piece 76 of a lock lever 64 is engaged with a lock recessed part 62 of a parking gear 48 so that the parking gear 48 is locked not to be rotated. Thus, when an engine is stopped, the rotation of the parking gear 48 is automatically inhibited so as to surely prevent the vehicle from starting against the intention even if the vehicle is stopping on a slope.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a parking lock device for an automatic transmission, and particularly against a weak intention of pulling a side brake or an uncertain operation of a select lever to a parking position. The present invention relates to a parking lock device for an automatic transmission that can prevent the vehicle from starting to move.

[0002]

2. Description of the Related Art In a vehicle equipped with an automatic transmission equipped with a torque converter, the rotational force transmitted from the driving wheel side to the engine side during parking causes the torque converter to idle, thereby reducing the engine resistance. Cannot be used for parking. Therefore, in a vehicle equipped with an automatic transmission, when the select lever is shifted to the parking range “P”, the rotation of the parking gear of the automatic transmission is blocked and the output shaft is locked, so that the output shaft is locked. A parking lock device is provided for locking the connected drive wheels.

That is, there are automatic transmissions shown in FIGS. 5 to 8, 202 is an automatic transmission, 204 is a transmission case, and 206 is a select lever mechanism. The select lever mechanism 206 is provided with a lever mechanism main body 208 so that a select lever 212 can be swung by a support shaft 210.

The select lever 212 is provided with one end of a select cable 214 in communication with a mounting portion 216. The select cable 214 is inserted into the select outer cable 218 so as to be movable in the axial direction, and the other end side is connected to a switching mechanism 220 provided in the transmission case 204. In the switching mechanism 220, as shown in FIGS. 6 and 7, a manual select lever 224 is attached to a manual select shaft 222 pivotally supported by the transmission case 204, and the manual select lever 224 has two select cables 214 on the other end side. Communication is made by cable mounting nuts 226, 226.

One end of the select outer cable 218 is attached to the mounting bracket 228 of the lever mechanism main body 208, and the other end is attached to the mounting bracket 230 of the transmission case 220. The positions of the select cable 214 and the manual select lever 224 are adjusted by the two select cable mounting nuts 226 and 226.

The switching mechanism 220 includes a select lever 212.
When the selection operation is performed, the manual selection shaft 222 is rotated by the selection cable 214 via the manual selection lever 224, and the engagement state of the automatic transmission 202 is switched.

The switching mechanism 220 is provided with a parking lock mechanism 232. Parking lock mechanism 23
2, the switching mechanism 220 as shown in FIGS.
A parking lever 234 and a detent lever 236 are linked to the manual select shaft 222, and a parking rod 238 having one end connected to the parking lever 234 is supported by the transmission case 204 so as to be movable in the axial direction. The parking rod 238 is provided with a spring 242 which slidably covers the parking cam 240 and elastically biases the parking cam 240.

In the parking lock mechanism 232,
The parking sleeve 244, which is brought into contact with the parking cam 240 by the axial movement of the parking rod 238, is fixed to the transmission case 204.
A parking pole 246 is provided that is pushed forward by the parking cam 240 that abuts against. Parking pole 2
One end of 46 is rotatably supported by the transmission case 204 by a support pin 248, and the other end of the lock protrusion 25 is a locking projection 25.
0 is provided so as to project. Parking pole 246
The lock protrusion 250 of is engaged with and disengaged from the lock recess 254 of the parking gear 252 that is fixed to the output shaft (not shown) of the automatic transmission 202.

The parking lock mechanism 232 operates when the select lever 212 is operated to select the parking position.
The manual select shaft 222 is rotated by the select cable 214 via the manual select lever 224 in the direction indicated by arrow A in FIG. 6, and the parking rod 238 is linked by the linked parking lever 234 and detent lever 236 as indicated by arrow B in FIG. Move axially in the direction shown.

The parking cam 240 mounted on the parking rod 238 is indicated by the arrow B of the parking rod 238.
Movement of the parking sleeve 244 by axial movement in the direction
The parking pawl 246 is rotated in the direction indicated by the arrow C in FIG. 8 via the lever to engage the locking projection 250 of the parking pawl 246 with the locking recess 254 of the parking gear 252 to prevent the parking gear 252 from rotating.

On the other hand, in the parking lock mechanism 232, when the select lever 212 is selected to a position other than the parking position, the manual select shaft 222 is moved by the select cable 214 via the manual select lever 224 in the direction indicated by arrow D in FIG. The parking rod 238 rotates and the parking rod 238 is axially moved in a direction indicated by an arrow E in FIG. 7 by the parking lever 234 and the detent lever 236 which are linked.

The parking cam 240 mounted on the parking rod 238 moves the parking pole 246 through the parking sleeve 244 by the axial movement of the parking rod 238 in the arrow E direction in FIG. To the parking pole 246
The lock protrusion 250 of (1) is removed from the lock recess 254 of the parking wheel 252 to allow the parking gear 252 to rotate.

Further, the automatic transmission 202 is provided with a key interlock mechanism 256 as shown in FIG. The key interlock mechanism 256 is provided with a key lock part 264 for locking / unlocking the removal and rotation of the ignition key 262 inserted in the key cylinder 260 of the ignition switch 258 of the internal combustion engine (not shown). A key interlock cable 266 for locking / unlocking the H.264 is provided.

One end of the key interlock cable 266 is connected to the key lock portion 264 and is inserted into the key interlock outer cable 268 so as to be movable in the axial direction.
The other end communicates with the key interlock lever 270. The key interlock lever 270 rotatably pivotally supports the central portion of the lever mechanism main body 208 by a support shaft 272, connects one end to the other end of the key interlock cable 266, and connects the other end to the select lever 212. Abutment body 27
4 is abutted.

Key interlock outer cable 268
Is the mounting bracket 27 of the key cylinder 260 on one end side.
6 and the other end is attached to the mounting bracket 278 of the lever mechanism main body 208 by two key interlock cable mounting nuts 280 and 280. The position of the key interlock cable 266 is adjusted by the two key interlock cable mounting nuts 280 and 280.

The key interlock mechanism 256 operates when the select lever 212 is operated to select the parking position.
The contact body 274 causes the key interlock lever 270 to rotate in the direction indicated by arrow G in FIG. The rotation of the key interlock lever 270 in the direction of the arrow G is transmitted to the key lock portion 264 of the key cylinder 260 by the key interlock cable 268 and released, and the key cylinder 260 is released.
The ignition key 262 is allowed to be removed from the vehicle, and the engine is started by the rotation of the ignition key 262.

On the other hand, the key interlock mechanism 256 causes the key interlock lever 270 to move to the position shown in FIG.
Is rotated in the direction indicated by arrow H. The rotation of the key interlock lever 270 in the direction of the arrow H is transmitted to the key lock portion 264 of the key cylinder 260 by the key interlock cable 266 to perform a lock operation, and the key cylinder 260 is locked.
It prevents the ignition key 262 from being pulled out of the engine and prevents the engine from being stopped by the rotation of the ignition key 262.

A parking lock device for such an automatic transmission is disclosed in, for example, Japanese Patent Laid-Open No. 61-77548.
Publication, Japanese Utility Model Publication No. 64-35166, Japanese Utility Model Publication No. 63-
It is disclosed in Japanese Patent Application Laid-Open No. 5970, Japanese Patent Application Laid-Open No. 3-10954, and Japanese Patent Application Laid-Open No. 64-74150. JP 61
In Japanese Patent Laid-Open No. 77548/1995, a seating detecting means for detecting whether or not a driver is seated, a vehicle speed detecting means for detecting a vehicle speed, and a lock for engaging with a parking gear and restricting rotation of an output shaft. Means and a control means for activating the locking means when both the non-seated state by the seating detection means and the vehicle stop state by the vehicle speed detection means are provided, so that the vehicle is locked when the vehicle is not seated and the engine is operating. In the above, even if the driver leaves the driver's seat while the shift lever is shifted to a position other than the parking position and the braking operation of the parking brake is insufficient or forgotten, the rotation of the output shaft is restricted and It is possible to prevent running.

In Japanese Utility Model Laid-Open No. 64-35166, the parking pole operated to the lock position is restrained based on the select operation of the select lever to the parking position, and the parking pole is operated based on the brake operation. The pole control means for releasing the restraint is provided. In Japanese Utility Model Publication No. 63-5970, the engaging pin provided on the idler lever of the idler mechanism that is operated by operating the shift lever is notched when the toggle lever returns from the notched portion of the toggle lever when parking is released. The non-protruding side wall provided adjacent to the part can be returned without touching the side wall.
It is possible to reduce the parking release force of the shift lever, and to make the parking device a mechanism that does not require strength, thereby simplifying the structure. Japanese Patent Application Laid-Open No. 3-10954 discloses that a reinforcing plate rotatably mounted on a rod plate has one end portion extending substantially tangentially when the rod plate rotates and one end portion thereof. On the other hand, the other end of the drive shaft, which extends in a substantially right angle direction, is provided in an L shape, and the parking rod is fixed to both ends of the L shape, so that the inserter provided on the parking rod is a rod. As the plate rotates, it can be inserted and expanded into and from the gap between the parking pole and the parking actuator support, and the part of the parking rod that reaches the inserter is fixed to the other end of the reinforcement plate. Since the force acting on the inserter can be supported by the other end, the support rigidity of the inserter, that is, the strength of the parking rod is increased. JP-A-64-7
Japanese Patent No. 4150 discloses an output shaft that engages with a parking gear and a handbrake detecting unit that detects whether the handbrake is operating, an accelerator pedal depression amount detecting unit that detects the depression amount of an accelerator pedal, and an output shaft. The lock means for locking the rotation of the vehicle and the lock means for activating and controlling the lock means when the handbrake detecting means detects that the handbrake has been actuated, and also confirms that the accelerator pedal depression amount exceeds a predetermined value. By including the control means for deactivating the lock means when it is detected,
When the handbrake is activated, the locking means is activated, and the locking means is released when the accelerator pedal is depressed by a predetermined amount or more, whereby the backward movement prevention at the time of starting on a slope is achieved with a simple configuration.

[0020]

However, in the conventional parking lock device, when the side brake is weakly pulled or the operation of the select lever to the parking position (P) is uncertain, the parking lock device is operated on a slope. There was an inconvenience that the vehicle started to move unintentionally while the vehicle was stopped.

[0021]

In order to eliminate the above-mentioned inconvenience, the present invention prevents rotation of the parking gear and locks the output shaft when the select lever is shifted to the parking position. In a parking lock device for an automatic transmission that locks a drive wheel connected to the output shaft, the parking lock device is engaged with the parking gear when the engine is stopped and is disengaged from the parking gear when the engine is operating. The lock mechanism is provided with a lock lever for operating the lock lever and an actuator for operating the lock lever, and a control means for operating the lock mechanism is provided.

[0022]

BEST MODE FOR CARRYING OUT THE INVENTION According to the present invention, when the engine is off, the lock mechanism operates to automatically prevent the parking gear from rotating, so that the side brake is not pulled easily or the select lever is operated to the parking position. Even if it is uncertain, it is possible to prevent the vehicle from unintentionally starting to move.

[0023]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; 1 to 4 show an embodiment of the present invention. In FIG. 4, 2 is an automatic transmission connected to an engine (not shown) mounted on the vehicle, 4 is a transmission case, 6 is a torque converter, 8 is a gear transmission,
10 is an input shaft, 12 is an oil pump, 14 is a second brake band, 16 is a direct clutch, 18 is a forward clutch, 20 is a front planetary gear, 2
2 is a planetary sun gear, 24 is a one-way clutch,
26 is a rear planetary gear, 28 is a fast reverse brake, 30 is an output shaft, 32 is a reduction drive gear, and 34 is a counter shaft.

A differential 38 is connected to the automatic transmission 2 by a final reduction mechanism 36. The final reduction mechanism 36 includes a final drive gear 40 provided on the counter shaft 34,
A final driven gear 42 meshed with the final drive gear 40. The final driven gear 42 is fixed to the differential case 44 of the differential gear 38.

The output shaft 30 of the automatic transmission 2 is provided with a parking gear 48 of a normal parking lock mechanism 46.

As shown in FIG. 2, the parking lock mechanism 46 fixes the parking sleeve 54, which is brought into contact with the parking cam 52 by the axial movement of the parking rod 50, to the transmission case 4 and abuts the parking sleeve 54. A parking pole 56 is provided which is pushed forward by the parking cam 52. One end of the parking pole 56 is rotatably supported by the transmission case 4 by a support pin 58, and the other end of the parking pole 56 is provided with a locking protrusion 60 protruding therefrom. The locking protrusion 60 of the parking pole 56 is
The parking gear 48 fixed to the output shaft 30 of the automatic transmission 2 is engaged with and disengaged from the lock recess 62 of the parking gear 48. The parking pole 56 is biased by a spring 56a.

Further, in this embodiment, the lock lever 64 that engages with the parking gear 48 when the engine is stopped and is disengaged from the parking gear 48 when the engine is operating, and the lock lever 6
A lock mechanism 68 including an actuator 66 that operates the lock mechanism 4 is provided, and a control unit (ECU) 70 that operates the lock mechanism 68 is also provided.

In the lock mechanism 68, as shown in FIG. 2, the support shaft 72 is provided with the base end side of the lock lever 64 swingable and a return spring 74 for urging the lock lever 64. The lock recess 62 of the parking gear 48 is provided on the tip side of the lock lever 64.
A lever engagement piece 76 that engages with is provided. Also,
The actuator 66 is composed of a solenoid valve or the like, and has a pressing rod 78 that is in contact with the tip end side of the lock lever 64 and that reciprocates by energization / de-energization.

This actuator 66 has a control means 70.
Actuated by

As shown in FIG. 1, the control means 70 includes an ignition key position sensor 80 for detecting the position of an ignition key (not shown), a vehicle speed sensor 82 for detecting the vehicle speed, and a select lever of the automatic transmission 2 (see FIG. (Not shown)
To the shift position sensor 84 for detecting the position of the ignition key, the condition that the ignition key is in the off position, the condition that the automatic transmission 2 is in a range other than neutral (N), and the condition that the vehicle speed is substantially zero are satisfied. In such a case, the operation of the lock mechanism 68 is controlled so as to prevent the parking gear 48 from rotating.

Next, the operation of this embodiment will be described based on the flowchart of FIG.

When the program of the control means 70 is started (step 102), it is first judged whether or not the position of the ignition key is off (step 104). If NO in this step 104, this judgment is continued.

If YES at step 104,
It is determined whether the shift range of the automatic transmission 2 is the neutral range (N) (step 106). If YES in step 106, the process returns to step 104.

If NO in step 106, it is determined whether the vehicle speed (v) is substantially zero, that is, 0 <v <a (step 108). Here, a is a predetermined low vehicle speed. If NO in step 108, the process returns to step 104.

If YES in step 108, the actuator 66 is energized and turned on, and the pressing rod 78 is turned on.
Is pushed to engage the lever engagement piece 76 of the lock lever 64 with the lock recess 62 of the parking gear 48 (shown by the broken line in FIG. 2), and the parking gear 48 is locked so as not to rotate (step 110). ).

When the actuator 66 is de-energized, the pressing rod 78 is retracted (shown by the broken line in FIG. 2), and the lock lever 64 is released from the mesh with the parking gear 48 by the urging force of the return spring 74. .

As a result, even when the pulling of the side brake is weak, the operation of the select lever to the parking position is uncertain, or the misalignment of each cable is caused, a separate Since the rotation of the parking gear is automatically stopped by the lock mechanism, it is possible to reliably prevent the vehicle from unintentionally starting to move even when the vehicle is stopped on a slope.

[0038]

As is apparent from the above detailed description, according to the present invention, the lock lever and the lock that engage with the parking gear when the engine is stopped and are disengaged from the parking gear when the engine is operating. By providing a lock mechanism equipped with an actuator for operating the lever and providing a control means for operating the lock mechanism, when the engine is off, the lock mechanism operates to automatically prevent rotation of the parking gear. Even if the pulling of the side brake is weak or the operation of the select lever to the parking position is uncertain, it is possible to reliably prevent the vehicle from unintentionally starting to move.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a parking lock device.

FIG. 2 is a configuration diagram of a lock mechanism.

FIG. 3 is a flowchart illustrating the operation of the control means.

FIG. 4 is a sectional view of an automatic transmission.

FIG. 5 is a configuration diagram of a conventional key interlock mechanism.

FIG. 6 is an enlarged side view of a main part of a conventional automatic transmission.

FIG. 7 is a sectional view of a conventional parking lock mechanism of an automatic transmission.

FIG. 8 is a front view of a parking lock mechanism of a conventional automatic transmission.

[Explanation of symbols]

 2 Automatic transmission 4 Transmission case 46 Parking lock mechanism 48 Parking gear 64 Lock lever 66 Actuator 68 Lock mechanism 70 Control means

Claims (2)

[Claims] 1. A parking lock for an automatic transmission, wherein when a select lever is shifted to a parking position, the parking gear is prevented from rotating to lock an output shaft and drive wheels connected to the output shaft are locked. In the device,
A lock mechanism is provided that includes a lock lever that meshes with the parking gear when the engine is stopped and that is disengaged from the parking gear when the engine is operating, and an actuator that operates the lock lever. A parking lock device for an automatic transmission, comprising a control means for operating a lock mechanism. 2. The control means of the parking gear when the condition that the ignition key is in the off position, the condition that the automatic transmission is in a range other than neutral and the condition that the vehicle speed is substantially zero are satisfied. The parking lock device for an automatic transmission according to claim 1, wherein the operation of the lock mechanism is controlled so as to prevent rotation.