JP2000142159A - Shift lever operating device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make smooth disengagement of shift lock even if the selecting operation of a shift lever is quickened by arranging so that the shift lock can be disengaged manually without using an engine key. SOLUTION: A shift lever operating device comprises a locking member 70 rotatably supported coaxially with a control tube so as to move from the lock position engaging with a selector member 50 to the unlock position where the engagement is released and coupled with a solenoid as an actuator interlocking with brake, a key lock lever 115 journalled with a detent bracket 60 rotatably, from in such a way as capable of engagement on the counter-select side with respect to the selector member 50 when it lies in the parking position, and connected with a key interlock mechanism through a key lock cable 112 as a transmitting member, and an unlocking mechanism 120 to make forced drive of the solenoid manually and rotating manually the locking member 70 in the lock position to the unlock position forcedly.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift lever operating device for an automatic transmission in an automobile or the like, and more particularly to a shift lever operating device disposed on a side of a steering column fixed to a vehicle body and linked to a key interlock mechanism. To a shift lever operating device for an automatic transmission.

[0002]

2. Description of the Related Art In a shift lever operating device for an automatic transmission of this type, a shift lever shifted to a parking position is shift-locked by a lock member. The lock member is set to rotate between a lock position and an unlock position by driving a solenoid as an actuator.

[0003] That is, when the shift lever is shifted to the parking position, the solenoid is energized to rotate the lock member to the lock position, whereby the shift lever can be shift-locked to the parking position. When the brake is depressed, the solenoid is de-energized, the lock member is rotated to the unlock position, and the shift lever can be shifted from the parking position to another position.

The engine key can be removed from the key interlock mechanism only when the shift lever is shifted to the parking position. In the parking state where the engine key is removed, the engine key is disposed between the lock member and the key interlock mechanism. The locked key lock lever is locked, and the locked key lock lever restricts the rotation of the lock member at the lock position in the unlock direction.

[0005] When shifting the shift lever from the parking position to another position,
The lock of the key lock lever is released by inserting and operating the engine key into the key interlock mechanism, and the lock member can be rotated in the unlock direction.

[0006]

However, when the shift lever is shifted from the parking position to another position, if the electric system fails, the solenoid may not operate. In such a case, the rotation of the lock member to the unlock position becomes impossible, and the shift lever remains shifted to the parking position.

Further, when shifting the shift lever from the parking position to another position, it is necessary to insert the engine key into the key interlock mechanism and operate it to release the lock of the key lock lever. In some cases, it is desired to move a car manually without an engine key, and measures have been desired.

The lock member rotating to the lock position is prevented from rotating in the unlocking direction by a restricting member formed on the key lock lever, and the restricting member moves in the select direction of the shift lever. Is set to move in the unlock direction by the operation of. But,
If the shift lever is quickly selected, the restricting member cannot follow this operation, so that the lock member may not be able to rotate in the unlocking direction, and the shift lock release operation of the shift lever may not be possible. There was a possibility that it would be certain.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and has as its object to release the shift lock of a shift lever shifted to a parking position manually and without an engine key. SUMMARY OF THE INVENTION It is an object of the present invention to provide a shift lever device for an automatic transmission that can be used.

[0010]

According to a first aspect of the present invention, there is provided a shift lever operating device for an automatic transmission, comprising: a control tube rotatably supported by a side of a steering column; A shift lever pivotally attached to the control tube so as to be able to be raised and lowered in the axial direction, and a compression inserted into the control tube and moved in the axial direction with the operation of the shift lever and rotated integrally with the control tube. A rod, a selector member fixed to the compression rod, and a plurality of detent grooves for selectively engaging the selector member; and a detent for rotatably supporting an end of the control tube opposite to the shift lever. Move the bracket and the shift lever to the parking position An automatic transmission having a lock mechanism that is linked to a key interlock mechanism that allows an engine key to be removed and inserted only when the vehicle is shifted and that restricts movement of the shift lever from a parking position to another position in conjunction with a brake. A shift lever operating device of the vehicle, wherein the lock mechanism is formed so as to be able to regulate the select operation of the shift lever by engaging with the selector member when the vehicle is at a parking position, and to engage with the selector member. A lock member connected to an actuator that is coaxially rotatable with the control tube so as to move from a locked position to a disengaged position to an unlocked position that is disengaged, and is connected to an actuator that is interlocked with a brake; Axed as possible,
While being formed to be able to engage with the selector member on the side opposite to the select direction when in the parking position,
A key lock lever linked to the key interlock mechanism via a transmission member, and a forced lock release mechanism for manually forcibly driving the actuator and forcibly rotating the lock member at the lock position to the unlock position. It is characterized by having.

In the shift lever operating device for an automatic transmission according to a second aspect of the present invention, the forcible unlocking mechanism includes an unlocking lever pivotally mounted on the detent bracket side and manually forcibly rotating the unlocking lever. A lock release lever forcibly driving means, and the lock release lever and the actuator for forcibly driving the actuator in conjunction with the rotation of the lock release lever to rotate the lock member at the lock position to the unlock position. And an actuator forcibly driving means provided therebetween.

According to the first aspect of the present invention, when the shift lever is locked in the parking position, the lock member in the lock position is forcibly moved to the unlock position by the forcible lock release mechanism. The shift lever can be unlocked and the shift lever can be shifted from the parking position to another position even when the actuator is locked due to no engine key or electrical system failure. can do.

Further, there is no member for restricting rotation in the unlock direction with respect to the lock member locked in the parking position, and the lock member can rotate in the unlock direction only by depressing the brake. Accordingly, even when the shift lever is quickly selected, the lock member can be rotated in the unlocking direction in response to the operation, so that the shift lock release operation of the shift lever can be reliably performed.

In the invention according to claim 2, since the release lever of the forced lock release mechanism is pivotally mounted in a free state, the operating force of the cable of the lock release lever forced drive means can be reduced.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described with reference to FIG.
This will be described with reference to FIG.

In FIG. 1, reference symbol E denotes a shift lever operating device of an automatic transmission for a vehicle, a control tube 10 rotatably supported by a side of a steering column 11,
A shift lever 20 pivotally attached to the control tube 10 so as to be able to move up and down in the axial direction. The shift lever 20 is inserted into the control tube 10, moves in the axial direction with the operation of the shift lever 20, and rotates integrally with the control tube 10. Compression rod 30 and selector member 5 fixed to compression rod 30
0, a plurality of detent grooves 62 in which the selector member 50 is selectively engaged, and a detent bracket 60 rotatably supporting an end of the control tube 10 on the side opposite to the shift lever, and a shift lever 20. An engine key (not shown) at the time of shifting to the parking position is linked to a well-known key interlock mechanism (not shown) which can be inserted and removed, and is interlocked with a brake (not shown) from the parking position of the shift lever 20. A lock mechanism R for restricting movement to another position is provided.

The lock mechanism R is formed so as to engage with the selector member 50 when in the parking position so as to restrict the selection operation of the shift lever 20 and to move from the locked position where the selector member 50 is engaged. It is rotatably supported coaxially with the control tube 10 so as to move to the unlock position where the engagement is released, and
A lock member 70 connected to a solenoid 100 as an actuator linked to the brake, and a pivotally mounted shaft on the detent bracket 60 so that the selector member 50 in the parking position can be engaged with the selector member 50 in a direction opposite to the select direction. A key lock lever 115 formed and linked to a key interlock mechanism via a key lock cable 112 as a transmission member;
00 is manually forcibly driven, and a forced lock release mechanism 120 for manually forcibly rotating the lock member 70 at the lock position to the unlock position.

This forced lock release mechanism 120
A lock release lever 128 pivotally mounted on the detent bracket 60 side; and a lock release lever forcible driving means 129 for manually forcibly rotating the lock release lever 128.
And the lock member 7 in the locked position by forcibly driving the solenoid 100
It comprises an actuator forcible driving means 130 provided between the lock release lever 128 and the solenoid 100 so as to rotate 0 to the unlock position.

Further, the configuration of the embodiment according to the present invention will be described in detail.

As shown in FIG. 3, the control tube 10 has a hollow socket 10a protruding from one end thereof. A bush 12 is press-fitted into one end of the control tube 10, and a mounting shaft 14 mounted on a mounting bracket 13 formed on a steering column 11 fixed to the vehicle body side is inserted into the bush 12.
Thus, one end of the control tube 10 is connected to the steering column 1 via the mounting bracket 13.
1 so as to be rotatable. The other end of the control tube 10 is connected to a detent bracket 6 described later.
It is rotatably supported at zero.

The base of the shift lever 20 is composed of a shaft attaching portion 21 and an engaging portion 22, and a knob 23 is attached to a tip portion. The shaft mounting portion 21 is mounted in the socket 10 a of the control tube 10 by a mounting pin 24, and the engaging portion 22 is formed in a spherical shape, and is engaged with a concave portion 31 formed in the compression rod 30.

The compression rod 30 is slidably inserted axially into the control tube 10, the anti-shift lever side end portion L ₁ protrudes outward. In the flat part 32 formed in the middle part of the compression rod 30, an elongated hole 33 into which a mounting pin 84 described later is loosely formed is formed. The length of the long hole 33 is set long enough so as not to hinder the movement of the compression rod 30 in the axial direction.

The compression rod 30 is urged in the direction of arrow A in FIG. 3 by a return spring 40. The return spring 40 is connected to the right end surface of the mounting tube 81 of the arm member 80 described later and the right end surface thereof. It is wound around the compression rod 30 via a pair of spring seats 42 between the right side and a spring receiving pin 41 implanted in the compression rod 30.

The detent bracket 60 is fixed to the side of the steering column 11 by being positioned to the left of the end L of the control tube 10 opposite to the shift lever, and is formed perpendicular to the axis of the control tube 10. A detent groove 62 is provided in the detent plate 61. The detent groove 62 includes a plurality of grooves formed at positions corresponding to the shift positions of parking, reverse, neutral, drive, second speed, and first speed.

The selector member 50 is plate-shaped, and has an axis extending from the mounting tube 81 fixed to the end L of the control tube 10 opposite to the shift lever side to the end L ₁ of the compression rod 30 opposite to the shift lever side. And are integrally fixed orthogonally to and as shown in FIG.
A detent portion 51 composed of a plurality of steps that selectively engages with a detent groove 62 of a detent plate 61 at a portion extending to the right, and an L-shaped engagement formed continuously with the detent portion 51 And a part 52.

As shown in FIG. 6, the arm member 80 is attached to the mounting tube 8 which is inserted into the control tube 10.
1, a holding portion 82 orthogonally fixed to one end of the mounting tube 81, and a synthetic resin arm portion 83 into which the holding portion 82 is inserted. The mounting tube 81 is the anti-shift lever 2 of the control tube 10.
It is fitted to the inner peripheral surface of the 0-side end L and is fixed to the control tube 10 by a mounting pin 84 that loosely fits into the elongated hole 33 of the compression rod 30. The mounting pin 84 is always attached to the mounting pin 84 as shown in FIG. The left end face of the long hole 33 of the compression rod 30 is pressed against the spring force of the return spring 40.

The mounting tube 81 includes a bush 85 press-fitted into the detent bracket 60, a spacer 86 interposed between the bush 85 and the end L of the control tube 10 on the side opposite to the shift lever, and the detent bracket 60 and the arm member. 80 are inserted into holes formed in the respective center portions of spacers 87 interposed between the arm portions 83 of the control tube 1.
The control tube 10 is held by the mounting pin 84 in a state where the control tube 10 is held between the arm portion 83 and the end L on the side opposite to the shift lever 0.
The mounting tube 81 is rotatably supported by the detent bracket 60 via a bush 85.

The holding portion 82 is provided with the detent bracket 60.
Is arranged orthogonally to the mounting tube 81 in the vicinity of the left side surface of the mounting member 81, and is held so as to sandwich the selector member 50 by a forked portion 82a formed at the distal end. Therefore, the selector member 50 is set to rotate integrally with the arm member 80, that is, the control tube 10.

The arm 83 has a mounting tube 81 at its base.
And a holding portion 82, which is disposed near the left side surface of the detent plate 61 and substantially orthogonal to the mounting tube 81. Further, a spherical engaging portion 83a formed at the distal end is connected to an operating member 90 described later.

Also, on the outer peripheral surface of the base of the arm 83,
A convex portion 83b is provided so as to project when the detent portion 51 of the selector member 50 can be engaged with the parking position groove.
When the parking position is 0, the contact point 104 of the park switch 104 provided on the detent bracket 60
a, the park switch 104 is turned on,
When the brake is depressed in this state, the solenoid 10
It is set to excite 0.

As shown in FIG. 8, the operating member 90 comprises a main body 91 made of synthetic resin into which an operating arm 92 made of metal is inserted.
Are mounted in parallel with the axis of the detent bracket 60 by the mounting shaft 93. The main body portion 91 has an elongated engagement hole 91a with which the engagement portion 83a of the arm portion 83 of the arm member 80 is engaged.

Further, in the vicinity of the shaft attachment portion of the main body portion 91, a fan-shaped moderating portion 94 centering on the mounting shaft 93 is integrally formed. Are formed. And moderation groove 9
By pressing the plate-shaped spring member 95 attached to the detent bracket 60 against 4a, a sense of moderation is given to the shift operation of the shift lever 20.

The operating arm portion 92 is formed in a crank shape, and comprises an arm portion 92a inserted into the main body portion 91 and an arm portion 92b formed substantially orthogonal to the arm portion 92a. Connecting pin 96 implanted at the tip of 92b
In addition, a cable 97 linked to the automatic transmission is connected and pivoted, and the automatic transmission is operated via the cable 97.

The locking member 70 has a bush 85 pressed into the detent bracket 60 by holding the ring-shaped base 71 between the detent bracket 60 and the spacer 86.
The lock portion 72 and the connecting portion 74 are provided on the outer peripheral surface of the base 71 so as to project substantially orthogonally. As shown in FIG. 3, the base portion 71 and the lock portion 72 are arranged such that the left side surface is in sliding contact with the right side surface of the detent plate 61.

When the detent portion 51 of the selector member 50 is engaged with the parking position groove of the detent groove 62, as shown in FIG. It is set so as to face the surface b with a predetermined gap.

The lock member 70 is connected to the solenoid 100
It is configured to operate by. The solenoid 100 is housed in a solenoid case 101 fixed to a detent bracket 60, and a plunger 102 partially protruding outward is slidably incorporated therein. The plunger 102 is urged to protrude outward by a compression spring (not shown). When the brake is depressed while the park switch 104 is ON, the solenoid 100 is excited and the plunger 102 is attracted inward. Is set to

The solenoid case 101 has a
As shown in FIG. 5, a link member 105 formed of a synthetic resin
Of the plunger 102 is loosely fitted in a long hole 105b formed in an intermediate portion. In addition, the engagement pin 1 formed at the tip of the link member 105
05c is a long hole 74a formed in the connecting portion 74 protruding from the outer peripheral surface of the base 71 of the lock member 70 so as to extend in the radial direction.
Is loosely fitted. Further, the upper surface of the link member 105,
That is, the cam surface 10 which can be engaged with the driving portion 127c of the driving member 127 described later is provided on the side surface opposite to the solenoid 100.
5d is formed.

Here, when the brake switch is turned on when the brake switch is turned on only when the park switch 104 is turned on, that is, when the selector member 50 is at the parking position, the solenoid 100 is energized and the plunger 102 is sucked. It is set as follows. Therefore, when the selector member 50 moves to the parking position, the selector member 50 moves so that the lock portion 72 of the lock member 70 at the lock position can be pushed away by the side of the engagement portion 52 of the selector member 50.

The key lock lever 115 is
The base portion is mounted on the detent bracket 60 by the mounting shaft 115a.

A torsion coil spring 116 is wound around the mounting shaft 115a. One hook 116a of the torsion coil spring 116 is connected to one arm 1
The other hook portion 116b is locked to the locking pin 115c protruding from the detent bracket 15b, and the locking portion 60a formed to the detent bracket 60 on the other arm portion 115d side, respectively.
The key lock lever 115 is urged by the torsion coil spring 116 to rotate in the direction of arrow B in FIG.

A cam surface 115 engageable with the engaging portion 52 of the selector member 50 when the parking position is located on the side surface of the distal end portion of the arm portion 115d of the key lock lever 115.
e is formed. A key lock cable 112 linked to a key interlock mechanism is provided at the tip of the arm 115b.
Are connected by mounting pins 115f.

The forcible unlocking mechanism 120 includes an unlocking lever 128 and an unlocking lever forcibly driving means 129.
And forced actuator driving means 130.

The lock release lever 128 is formed in the shape of a crank, is disposed below and parallel to the key lock lever 115, and has its base mounted on a mounting shaft 115a. One arm 128a of the lock release lever 128 is provided with a projecting piece 128b that can be engaged with the engaging portion 127b of the driving member 127, and the other arm 128c has
An inclined long hole 128d is formed.

The unlock lever forced driving means 129 is
Pipe 1 attached to detent bracket 60 side
23, a slidable cable 124 is provided.
It is towed in the middle arrow Q ₁ direction. This cable 124
A hook portion 124a is formed at one end of the lock release lever 128.
Is loosely fitted. A grip 126 is attached to the other end of the cable 124.

The actuator forcible driving means 130 includes a protrusion 128 b of the lock release lever 128 and the protrusion 12
8b and the link case 105 between the solenoid case 10
1 and a driving member 127 which is mounted on the mounting shaft 127a.

[0046] Then, by rotating the grip portion 126 is gripped unlocking lever 128 by pulling the cable 124 in FIG. 1 arrow Q ₁ direction clockwise, protrusion 12
8b, the engaging portion 127b of the driving member 127 is pressed to rotate the driving member 127 in the clockwise direction in FIG. 12, and the link member 105 is moved through the driving portion 127c of the driving member 127 and the cam surface 105d of the link member 105. The lock member 70 is rotated in the counterclockwise direction, and the lock member 70 is rotated in the clockwise direction, that is, the unlock direction.

Next, the operation of the embodiment according to the present invention will be described.

When the shift lever 20 is shifted to the parking position and the vehicle is parked with the engine key removed from the key interlock mechanism, the selector member 50, the lock member 70 and the key lock lever 115 are in the state shown in FIGS. is there.

That is, the selector member 50 rotates integrally with the shift lever 20 and the control tube 10, and has moved to a position where the detent portion 51 is engaged with the parking position groove of the detent groove 62. Along with this movement, the arm member 80 rotates in the direction of arrow F as shown in FIG.
The operating member 90 is rotated in the direction of the arrow G via. As a result, the cable 97 is pulled in the direction of arrow H, and the automatic transmission is parked.

In this state, as shown in FIG.
The convex portion 83b of the arm member 80 contacts the contact point 104a of the park switch 104 and the park switch 104 is turned on. However, when the engine key is removed, the brake is depressed and the solenoid 100 is turned on even if the brake switch is turned on. Is not energized. For this reason, as shown in FIG. 2, the plunger 102 protrudes, the lock member 70 rotates in the direction of arrow D via the link member 105, and the lock portion 72 is at a position where it engages with the engagement portion 52 of the selector member 50. I'm moving.

As shown in FIG. 1, the cam surface 115e of the key lock lever 115 is pressed by the engaging portion 52 of the selector member 50, and the key lock lever 115 is pressed against the spring force of the torsion coil spring 116 by an arrow. C
Rotate in the direction. Thereby, the key lock cable 1
12 is pulled in the direction of the arrow X, and the engine key comes out of the key interlock mechanism.

When the engine key is removed, the key lock cable 112, that is, the key lock lever 115 is locked.

When shifting the shift lever 20 in the shift locked state to the running position, first, an engine key is inserted into the key interlock mechanism, and the engine is started.

Next, when the brake is depressed, the brake switch is turned ON, and the solenoid 100 is turned on.
That is, the excitation state is established, the plunger 102 is attracted, the lock member 70 rotates in the direction of arrow N in FIG. 9, and the lock portion 72 of the lock member 70 retreats outside the movement locus of the engagement portion 52 of the selector member 50.

[0055] Here, against the shift lever 20 to the spring force of the return spring 40 is rotated in the direction indicated by the arrow K in FIG. 3, move the selector member 50 as shown in FIG. 10 in the arrow A ₁ direction, As shown in the figure, the engagement between the engagement portion 52 of the selector member 50 and the cam surface 115e of the key lock lever 115 is released, and the key lock lever 115
Is rotated in the direction of arrow M by the spring force of the torsion coil spring 114, whereby the key lock cable 1 is rotated.
12 is moved to a state where the engine key cannot be removed from the key interlock mechanism.

In this state, when the shift lever 20 is further rotated in the direction of arrow K in FIG. 3, the detent portion 51 of the selector portion 50 comes off the parking position groove.
Therefore, the shift lever 20 is moved to the control tube 10.
When the shift lever 20 is released when the detent portion 51 of the selector member 50 reaches a predetermined travel position groove, the return spring 40
The detent portion 51 is locked in the predetermined travel position groove by the spring force of (2), and the shift lever 20 can be shifted to the predetermined travel position.

To shift the shift lever 20 to the parking position again from this state, the shift lever 20
3 against the spring force of the return spring 40 in FIG.
After the detent portion 51 of the selector member 50 is disengaged from the running position groove by rotating in the direction of the middle arrow K, the shift lever 20 is rotated about the axis of the control tube 10.

When the shift lever 20 is released when the detent portion 51 of the selector member 50 reaches the parking position groove, the detent portion 51 of the selector member 50 is locked in the parking position groove by the spring force of the return spring 40. . Then, the lock member 70 rotates to a position where the lock portion 72 and the engagement portion 52 of the selector member 50 oppose each other. Further, the key lock lever 115 rotates to the position shown in FIG. 1, and the engine key is released from the key interlock mechanism as described above. Thereby, the shift lever 20 can be shift-locked to the parking position.

On the other hand, in the embodiment according to the present invention, when the shift lever 20 is shift-locked to the parking position, the solenoid 100 does not operate due to a failure of the electric system, or the engine key is not at hand. Forcibly release the shift lock by the following procedure.

[0060] As shown in FIG. 11, when pulling in the arrow Q ₁ direction while gripping the grip portion 126 against the spring force,
The lock release lever 128 rotates clockwise.

Then, as shown in FIG. 12, the engaging portion 127b of the driving member 127 is pressed by the protruding piece 128b of the lock release lever 128, and the driving member 127 is rotated clockwise, and the link is driven by the driving portion 127c. The cam surface 105d of the member 105 is pressed, and the link member 105 rotates counterclockwise. With this rotation, the lock member 70 rotates clockwise, that is, in the unlock direction, and the lock portion 72 retreats outside the movement locus of the engagement portion 52 of the selector member 50. Thus, the shift lock of the shift lever 20 can be forcibly released, and the shift lever 20 can be shifted from the parking position to another position as described above.

According to the above-described embodiment of the present invention, the lock member 70 at the lock position can be forcibly rotated to the unlock position by the forced lock release mechanism 120. Solenoid 1
The shift lock of the shift lever 20 that has been shifted to the parking position can be released even when 00 does not operate or when the engine key is not at hand.

Further, there is no member for restricting the rotation in the unlock direction with respect to the lock member 70 locked in the parking position, and the lock member 70 can rotate in the unlock direction only by depressing the brake. it can.
Thus, even if the shift lever 20 is quickly selected, the lock member 70 is not affected by the selection operation.
Can be rotated in the unlock direction, so that the shift lock release operation of the shift lever 20 can be reliably performed, and the operation feeling can be improved.

Further, since the release lever 128 of the forced lock release mechanism 120 is pivotally mounted in a free state, the operation force of the cable 124 of the lock release lever forced driving means 130 can be reduced.

[0065]

According to the first aspect of the present invention, the lock member at the lock position can be forcibly rotated to the unlock position by the forcible lock release mechanism. The shift lock of the shift lever that has been shifted to the parking position can be released even when the shift is not performed or the engine key is not at hand.

Further, there is no member for restricting the rotation in the unlock direction with respect to the lock member locked in the parking position, and the lock member can rotate in the unlock direction only by depressing the brake. Thus, even when the shift lever is quickly selected, the lock member can be rotated in the unlock direction regardless of the select operation, so that the shift lock release operation of the shift lever can be reliably performed.

According to the second aspect of the present invention, since the release lever of the forced lock release mechanism is mounted on the shaft in a free state, the operating force of the lock release lever forced driving means can be reduced.

[Brief description of the drawings]

FIG. 1 is an explanatory plan view showing the state of a forced lock release mechanism and related components when a shift lever of a shift lever operating device of an automatic transmission shown as an embodiment according to the present invention is shifted to a parking position.

FIG. 2 is an explanatory side view showing a state of the actuator forcible driving means and its related parts when a shift lever of a shift lever operating device of the automatic transmission is shifted to a parking position.

FIG. 3 is an explanatory sectional view of a shift lever operating device of the automatic transmission.

FIG. 4 is an explanatory perspective view of a shift lever operating device of the automatic transmission.

FIG. 5 is an explanatory perspective view of a selector member of the shift lever operating device of the automatic transmission.

FIG. 6 is an explanatory perspective view of an arm member of the shift lever operating device of the automatic transmission.

FIG. 7 is an explanatory perspective view of a lock member of the shift lever operating device of the automatic transmission.

FIG. 8 is an explanatory front view showing an operating member of a shift lever operating device of the automatic transmission and its vicinity.

FIG. 9 is an explanatory side view showing the state of the actuator forcible driving means and its related parts when the shift lever of the shift lever operating device of the automatic transmission is shifted to the traveling position.

FIG. 10 is an explanatory plan view showing the state of the forced lock release mechanism and its related parts when the shift lever of the shift lever operating device of the automatic transmission is shifted to the traveling position.

FIG. 11 is an explanatory plan view showing the operation of a forced lock release mechanism of the shift lever operating device of the automatic transmission.

FIG. 12 is an explanatory side view showing the operation of the forced lock release mechanism of the shift lever operating device of the automatic transmission.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Control tube 20 Shift lever 30 Compression rod 50 Selector member 60 Detent bracket 70 Lock member 100 Actuator (solenoid) 112 Transmission member (Key lock cable) 113 Urging means (Torsion coil spring) 115 Key lock lever 120 Forced lock release mechanism 128 Lock release lever 129 Lock release lever compulsory drive means 130 Actuator compulsory drive means E Shift lever operating device of automatic transmission L End of control tube 10 opposite to shift lever

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Yasuyuki Ikegami 2028 Washizu, Kosai-shi, Shizuoka Fuji Kiko Co., Ltd.Washizu Plant (72) Inventor Takashi Maruta 10-1, Amanuma, Hiratsuka-shi, Kanagawa Nissan Shatai Co., Ltd. F term (reference) 3D040 AA22 AB01 AC60 AD15 AE19

Claims (2)

[Claims] 1. A control tube rotatably supported by a side portion of a steering column, a shift lever pivotally mounted on the control tube so as to be able to undulate in an axial direction, and the shift lever inserted into the control tube. Moves in the axial direction with the operation of
A compression rod that rotates integrally with the control tube, a selector member fixed to the compression rod, and a plurality of detent grooves that are selectively engaged with the selector member; A detent bracket that rotatably supports the unit, and a key interlock mechanism that allows an engine key to be inserted and removed only when the shift lever is shifted to the parking position, and that the shift lever is moved from the parking position to another by interlocking with the brake. A shift mechanism for an automatic transmission, comprising: a lock mechanism configured to restrict movement of the shift mechanism to a position when the shift mechanism is in a parking position. Lever select operation Operation is formed so as to be regulated, and is rotatably supported coaxially with the control tube so as to move from a locked position engaged with the selector member to an unlocked position released from engagement, and is interlocked with a brake. A lock member connected to an actuator to be rotated, and a pivot member is rotatably mounted on the detent bracket, and is formed so as to be engageable with the selector member in a non-selection direction side when in the parking position. A key lock lever that is linked to the key interlock mechanism through the key interlock mechanism; and a forced lock release mechanism that manually forcibly drives the actuator and forcibly rotates the lock member at the lock position to the unlock position. A shift lever operating device for an automatic transmission. 2. The lock release mechanism includes: a lock release lever pivotally mounted on the detent bracket side; a lock release lever forcibly driving the lock release lever manually; and a lock release lever. An actuator forcibly driving means provided between the lock release lever and the actuator to forcibly drive the actuator in association with the rotation of the lever and rotate the lock member at the lock position to the unlock position. The shift lever operating device for an automatic transmission according to claim 1, wherein: