JP2013252835A - Shift device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift device fixed to a vehicle which is made to be compact and lightweight while suppressing a cost increase.SOLUTION: In a shift lever device 10, a frame 12 is formed by magnesium alloy. Therefore, by forming the frame 12 for acting as a strength member by the magnesium alloy, strength of the shift lever device 10 is made to be compact and lightweight while maintaining the strength of shift lever device 10. A cable plate 32 is assembled into the frame 12, and a control cable 36 is retained in a holding groove 34 of the cable plate 32. If a holding groove 34 is formed in the frame 12, secondary work of the frame 12 to the holding groove 34 is required, which needs dimension accuracy, but since the holding groove 34 is formed in the cable plate 32, the secondary work to the holding groove 34 is not necessary. Accordingly, even if the frame 12 is formed by the magnesium alloy, a cost increase in the frame 12 can be suppressed, and a cost increase in the shift lever device 10 can be suppressed.

Description

  The present invention relates to a shift device fixed to a vehicle.

  The shift lever device (shift device) described in Patent Document 1 below includes a shift lever (shift member), and the shift lever is supported by a support bracket. The support bracket includes a lever mounting side bracket and a cable mounting side bracket, and the shift lever is connected to the vehicle floor by the lever mounting side bracket and the cable mounting side bracket. The lever mounting side bracket and the cable mounting side bracket are made of magnesium. As a result, this shift lever device has the advantage that it can be reduced in size and weight while maintaining the strength of the shift lever device.

  Incidentally, a cable mounting case is integrally provided on the cable mounting bracket. A guide groove is formed in the cable mounting case, and the select cable and the shift cable are held in the guide groove. For this reason, in order to prevent the select cable and the shift cable from coming off from the guide groove, it is necessary to form the guide groove with high accuracy.

JP 2002-59755 A

  However, in the shift lever device described above, the cable mounting side bracket is made of magnesium as described above, and therefore, the portion of the guide groove of the cable mounting side bracket may be secondarily processed after the cable mounting side bracket is formed. is there. That is, in general, in the case where the molded product is formed by casting a magnesium alloy, the dimensional accuracy of the molded product is poor compared to the case where the molded product is formed by resin injection molding. For this reason, secondary processing is required at a site where the dimensional accuracy of the molded product is required. Thereby, there exists a problem of causing the cost increase of a cable attachment side bracket.

  An object of the present invention is to provide a shift device that can be reduced in size and weight while suppressing an increase in cost in consideration of the above facts.

  The shift device according to claim 1, wherein the shift member is rotatably supported by a support shaft arranged with the axial direction set as a vehicle width direction, and extends in a direction orthogonal to the vehicle width direction, A shift member is assembled via the support shaft, and a main body that supports the operation load of the shift member, and the operation load that is fixed to the vehicle, connects the main body and the vehicle, and acts on the main body. A fixing member formed of a magnesium alloy, and a holding member that is assembled to the fixing member and holds a cable that connects the transmission of the vehicle and the shift member. Yes.

  In the shift device according to the first aspect, the shift member is rotatably supported on a support shaft arranged with the axial direction set as the vehicle width direction, and the shift member extends in a direction orthogonal to the vehicle width direction. ing. The shift member is assembled to the main body portion via a support shaft, and when the shift member is operated, an operation load of the shift member acts on the main body portion. Furthermore, the main body is connected to the vehicle by a fixing member fixed to the vehicle.

  Here, the fixing member has a load receiving portion, and the load receiving portion receives an operation load of the shift member acting on the main body portion. As a result, since the operation load when the shift member is operated is transmitted to the fixed member, the main body acts as a load transmission member for transmitting the operation load to the fixed member, and the fixed member functions as the operation load. And acts as a strength member for securing the strength of the shift device.

  The fixing member is made of a magnesium alloy. As a result, the strength of the fixing member can be increased as compared with the case where the fixing member is formed of resin, so that the fixing member can be reduced in size and weight while ensuring the strength of the fixing member, and the shift device can be reduced in size and weight.

  By the way, in general, when a molded product is formed by magnesium alloy casting or the like, the dimensional accuracy of the molded product is worse than when the molded product is formed by resin injection molding. And since the fixing member is formed of a magnesium alloy, secondary processing may be necessary for a portion that requires dimensional accuracy of the fixing member.

  Here, a holding member is assembled to the fixing member, a cable is held by the holding member, and the transmission of the vehicle and the shift member are connected by the cable. That is, the fixing member and the holding member are configured as separate members. In the holding member, in order to prevent the cable from being detached from the holding member, it is necessary to accurately form a portion for holding the cable. For this reason, if the site | part which hold | maintains a cable is temporarily formed in a fixing member, the secondary process of the fixing member with respect to the said holding | maintenance part which requires dimensional accuracy will be needed, but the said holding | maintenance part is formed in a holding member. Therefore, the secondary processing for the holding portion of the fixing member can be omitted. Therefore, the cost increase of the fixing member can be suppressed, and consequently the cost increase of the shift device can be suppressed.

  The shift device according to claim 2 is the shift device according to claim 1, wherein the main body portion has an uneven moderation imparting portion that imparts a sense of moderation to the shift member when the shift member is operated. Is formed.

  In the shift device according to the second aspect, the unevenness moderation portion is formed in the main body portion. For this reason, since it becomes unnecessary to form a moderation provision part in the fixing member formed with the magnesium alloy, the cost increase of a shift apparatus can be suppressed further. That is, if the moderation portion is formed on the fixing member, secondary processing of the fixing member is required to secure the shape of the moderation portion that requires dimensional accuracy, but the moderation portion is formed on the main body portion. Thus, the secondary processing of the fixing member can be omitted.

  A shift device according to a third aspect is the shift device according to the first or second aspect, wherein an operation portion is provided at a distal end portion of the shift member, and an intermediate portion in the longitudinal direction of the shift member, A restriction pin configured to be movable in the extending direction of the shift member in accordance with an operation of the operation part is provided, and the main body part is engaged with the restriction pin to rotate the shift member. A restriction groove is formed, and the restriction pin is moved according to the operation of the operation part, so that the engagement between the restriction pin and the groove is released, and the rotation operation of the shift member is allowed.

  In the shift device according to the third aspect, the operation member and the regulation pin are provided on the shift member. And the rotation operation of a shift member is restrict | limited by engaging a regulation pin in the groove part formed in the main-body part. On the other hand, when the restriction pin is moved according to the operation of the operation part, the engagement between the restriction pin and the groove part is released, and the operation of the shift member is allowed.

  Thereby, since it is not necessary to provide the fixing member with a groove that restricts or allows the rotation operation of the shift member, it is possible to further suppress the cost increase of the shift device. In other words, if the groove is formed in the fixing member, secondary processing of the fixing member may be necessary to ensure the shape of the groove that requires dimensional accuracy. However, by forming the groove in the main body, The secondary processing of the fixing member can be omitted.

  The shift device according to a fourth aspect is the shift device according to the third aspect, wherein the load receiving portion is provided on each of the front side and the rear side of the vehicle of the groove.

  In the shift device according to the fourth aspect, the load receiving portions are respectively provided on the vehicle front side and the vehicle rear side of the groove portion. That is, the groove is disposed between the pair of load receiving portions in the vehicle longitudinal direction. Thereby, when a shift member is rotationally operated, the fixing member can receive the operation load which acts on a groove part from a control pin between a pair of load receiving parts. Therefore, the fixing member can efficiently receive the operation load of the shift member applied to the main body.

  The shift device according to a fifth aspect is the shift device according to any one of the first to fourth aspects, wherein the upper end portion of the main body portion is opened to the vehicle upper side and the load receiving portion is provided. The fitting groove part fitted is formed.

  In the shift device according to the fifth aspect, the fitting groove is formed at the upper end of the main body, and the fitting groove is opened to the upper side of the vehicle. For this reason, for example, by inserting the main body portion from the lower side of the vehicle with respect to the fixing member, the main body portion can be assembled to the fixing member while fitting the load receiving portion into the fitting groove portion.

  According to the shift device of the first aspect, it is possible to reduce the size and weight while suppressing an increase in cost.

  According to the shift device of the second aspect, it is possible to reduce the size and weight while further suppressing the cost increase.

  According to the shift device of the third aspect, the size and weight can be reduced while further suppressing the cost increase.

  According to the shift device of the fourth aspect, the fixing member can efficiently receive the operation load of the shift member.

  According to the shift device of the fifth aspect, the assembling property of the main body portion to the fixing member can be improved.

It is a perspective view which shows the state which the shift lever apparatus which concerns on this Embodiment decomposed | disassembled. It is the top view which looked at the shift lever apparatus shown by FIG. 1 from upper direction. It is the side view which looked at the shift lever apparatus shown by FIG. 2 from the vehicle left side. It is the front view which looked at the shift lever apparatus shown by FIG. 2 from the vehicle front side. FIG. 3 is a perspective view of the shift lever device shown in FIG. 2 as viewed obliquely from the left front of the vehicle. FIG. 3 is a perspective view of the shift lever device shown in FIG. 2 as viewed from the obliquely rear left side of the vehicle.

  Hereinafter, a shift lever device 10 as a “shift device” according to the present embodiment will be described with reference to the drawings. Note that an arrow FR appropriately shown in the drawings indicates the front side of the vehicle, an arrow RH indicates the right side of the vehicle (one side in the vehicle width direction), and an arrow UP indicates the upper side of the vehicle.

  As shown in FIGS. 1 to 6, the shift lever device 10 includes a shift lever 50 as a “shift member”. The shift lever 50 is supported by a shaft 40 (not shown in FIG. 4) as a “support shaft” so as to be rotatable with the axial direction as a vehicle width direction, and a body as a “main body” via the shaft 40. 90. When the shift lever 50 is rotated to the rear side of the vehicle, the shift position of the shift lever 50 is changed from the “P” shift position (parking position) to the “R” shift position (reverse position) and the “N” shift position. (Neutral position) and “D” shift position (drive position) are changed in this order. That is, the shift lever device 10 is a so-called straight type shift lever device. The body 90 is disposed inside the frame 12 as a “fixing member” and is connected to the vehicle by the frame 12. Hereinafter, each configuration will be described.

  The frame 12 is made of a magnesium alloy and is formed by casting. The frame 12 includes an upper frame portion 14 that forms an upper portion of the frame 12 and a lower frame portion 22 that forms a lower portion of the frame 12.

  The upper frame portion 14 is formed in a substantially rectangular frame shape when viewed from above. The pair of side walls 14A of the upper frame portion 14 are formed to expand toward the front side of the vehicle in a side view, and are curved to the lower side of the vehicle toward the front side of the vehicle. Furthermore, the inner side surface of the side wall 14A of the upper frame portion 14 is arranged in a direction orthogonal to the vehicle width direction, and the plate thickness of the upper frame portion 14 is set so as to increase toward the vehicle front side. Yes.

  Concave portions 16 are formed in the vehicle front side portion of the side wall 14A, and the concave portions 16 are open to the vehicle upper side and the vehicle width direction outer side. A circular fixing hole 18 is formed in the bottom wall of the recess 16 so as to penetrate in the vehicle vertical direction.

  Further, the side wall 14A is integrally formed with a fitting projection 20 as a pair of “load receiving portions”, and the fitting projection 20 extends from the side wall 14A toward the side wall 14A (in the vehicle width direction). It is protruding. The fitting protrusion 20 is formed in a substantially rectangular parallelepiped shape, and a lower portion of the fitting protrusion 20 is curved in a substantially semicircular shape in a side view. Further, the front-side fitting protrusion 20 formed on the left side wall 14A of the vehicle is disposed on the front side of the vehicle with respect to the front-side fitting protrusion 20 formed on the right side wall 14A of the vehicle (see FIG. 2). .

  The lower frame portion 22 is formed in a substantially U shape opened to the front side of the vehicle in plan view, and the end portion of the lower frame portion 22 on the front side of the vehicle is integrally coupled to the side wall 14A of the upper frame portion 14. Yes. Thereby, the frame 12 is opened in the vertical direction. The inner side surface of the side wall 22 </ b> A of the lower frame portion 22 is disposed flush with the inner side surface of the side wall 14 </ b> A of the upper frame portion 14.

  Further, a corner portion on the vehicle rear side of the lower frame portion 22 protrudes outward in the vehicle width direction of the side wall 14A of the upper frame portion 14 as viewed from above, and each of the corner portions has a circular fixing hole 24. Are formed penetrating in the vertical direction (see FIG. 2). The frame 12 is fixed to the vehicle by inserting a fastening member such as a bolt into the fixing hole 18 and the fixing hole 24 and fastening the fastening member to the vehicle.

  Further, a circular through hole 26 for fixing a shaft 40 to be described later is formed in the side wall 22A of the lower frame portion 22, and the through hole 26 is penetrated along the vehicle width direction.

  In addition, a pair of pillars 28 are integrally provided between the side wall 14A of the upper frame part 14 and the side wall 22A of the lower frame part 22, and the pillar part 28 moves toward the vehicle lower side as viewed from the side. It is arranged inclined to the front side.

  Further, as shown in FIGS. 1 and 5, the front side wall 14 </ b> B of the upper frame portion 14 is disposed to be inclined toward the vehicle front side as it goes toward the vehicle upper side in a side view. A cutout 30 is formed in the front side wall 14B, and the cutout 30 is formed in a substantially U shape that is open to the vehicle upper side when viewed from the front of the vehicle.

  As shown in FIG. 4, a cable plate 32 as a “holding member” is fixed to the rear side of the front side wall 14 </ b> B. The cable plate 32 is made of a resin and has a substantially plate shape. The cable plate 32 is disposed along the inner surface of the front side wall 14B and is fitted and fixed in a fitting groove (not shown) formed in the frame 12. Further, a holding groove 34 is formed in the cable plate 32 at a portion that overlaps the notch 30, and the holding groove 34 is formed in a substantially C shape that is open upward.

  As shown in FIG. 1, a mounting bracket 38 of a control cable 36 as a “cable” is fitted in the holding groove 34, whereby the control cable 36 is held by the cable plate 32. And the control cable 36 has connected the shift lever 50 mentioned later and the transmission of a vehicle.

  The shaft 40 has a substantially cylindrical shape, is disposed coaxially with the through hole 26 of the frame 12, and is inserted into the through hole 26. A substantially disc-shaped flange portion 42 is formed at one axial end portion (vehicle right end portion) of the shaft 40, and the flange portion 42 is formed to have a larger diameter than the shaft 40. Thereby, the movement of the shaft 40 to the left side of the vehicle is restricted by the flange portion 42. On the other hand, the other axial end of the shaft 40 protrudes from the frame 12 to the left side of the vehicle, and a clip (not shown) is assembled to the other axial end. Thereby, the shaft 40 is fixed so as not to move with respect to the frame 12.

  The body 90 is made of resin and disposed in the frame 12. The body 90 has a pair of plate portions 92. The plate portions 92 are formed in a substantially rectangular plate shape, and are disposed on both sides of the body 90 in the vehicle width direction with the plate thickness direction being the vehicle width direction. Yes. Circular insertion holes 94 are formed in the lower part of the plate portion 92 along the vehicle width direction, and the shaft 40 is inserted into the insertion holes 94. Thereby, the body 90 is connected to the frame 12 via the shaft 40.

  Further, a pair of fitting groove portions 96 are formed at the upper end portion of the plate portion 92 at positions corresponding to the above-described fitting protrusions 20, and the fitting groove portions 96 are opened to the upper side of the vehicle in a side view. It is substantially U-shaped. Then, the fitting protrusion 20 of the frame 12 is disposed in the fitting groove 96, and the fitting protrusion 20 and the fitting groove 96 are fitted. Thereby, the rotation of the body 90 about the axis of the shaft 40 is restricted, and the body 90 is assembled to the frame 12.

  A shift lever 50 is disposed inside the body 90, and the shift lever 50 has a lever main body 52. The lever body 52 includes a base portion 54 that constitutes the lower portion of the lever body 52 and a sleeve portion 78 that constitutes the upper portion of the lever body 52, and extends in a direction orthogonal to the vehicle width direction.

  The base portion 54 is formed in a substantially block shape, and a circular support hole 56 is passed through the lower end portion of the base portion 54 along the vehicle width direction. A substantially cylindrical bush 58 is fitted into the opening of the support hole 56, and the shaft 40 described above is inserted into the bush 58 and the support hole 56. Thus, the shift lever 50 is rotatably supported by the shaft 40 via the bush 58 and is assembled to the body 90 via the shaft 40.

  A cable attaching portion 60 is integrally formed on the upper portion of the base portion 54 at the front side portion of the vehicle, and the cable attaching portion 60 is formed in a substantially disc shape with the plate thickness direction set in the vehicle width direction. And protrudes from the base portion 54 toward the vehicle front side. An attachment pin 62 is formed integrally with the cable attachment portion 60, and the attachment pin 62 has a substantially cylindrical shape and protrudes from the cable attachment portion 60 to the left side of the vehicle. One end of the control cable 36 is locked to the mounting pin 62. Thereby, the shift lever 50 is connected to the transmission of the vehicle.

  A spring assembly portion 64 for assembling a moderation spring unit 66 described later is integrally provided on the upper portion of the base portion 54 at the rear side portion of the vehicle. The spring assembling portion 64 is formed in a substantially plate shape, and is inclined to the vehicle lower side as it goes to the vehicle rear side in a side view.

  As shown in FIGS. 1 and 3, the spring assembly portion 64 is provided with a moderation spring unit 66, and the moderation spring unit 66 includes a moderation spring 68 and a roller 70. The moderation spring 68 is configured by a leaf spring and is formed in a substantially long plate shape. The upper end portion of the moderation spring 68 is fastened to the spring assembly portion 64 with a screw 72. On the other hand, the roller 70 is rotatably attached to the lower end portion of the moderation spring 68 with the axial direction as the vehicle width direction.

  Further, as shown in FIG. 1, a detent slot 74 is formed at a substantially central portion of the base portion 54, and the detent slot 74 has a length in which the extension direction of the shift lever 50 is a longitudinal direction in a side view. It is formed in a hole shape and penetrates in the vehicle width direction.

  In the detent slot 74, a detent pin 76 as a substantially long plate-like “regulation pin” is inserted with its longitudinal direction as the vehicle width direction. An upper projecting piece 76A and a lower projecting piece 76B are integrally formed at an intermediate portion in the longitudinal direction of the detent pin 76. The upper projecting piece 76A extends from the detent pin 76 to the upper side of the vehicle, and the lower projecting piece 76B is a detent pin. 76 extends downward from the vehicle.

  On the other hand, the sleeve portion 78 is formed in a cylindrical shape and protrudes from the base portion 54 to the upper side of the vehicle. In the sleeve portion 78, a slide hole 80 is formed along the axial direction of the sleeve portion 78 (see FIG. 2). The slide hole 80 extends to the front of the lower end portion of the base portion 54, and has a detent slot. 74 is communicated.

  A coil spring 82 is inserted into the slide hole 80, and the coil spring 82 is configured as a compression coil spring. The lower end portion of the coil spring 82 is in contact with the bottom surface of the slide hole 80, and the lower protruding piece 76 </ b> B of the detent pin 76 is locked to the upper end portion of the coil spring 82.

  In addition, a substantially round bar-shaped detent rod 84 is slidably inserted into the slide hole 80, and an upper protruding piece 76 </ b> A of the detent pin 76 is fitted into the lower end portion of the detent rod 84. Accordingly, the detent rod 84 and the detent pin 76 are urged toward the upper end side of the sleeve portion 78 by the urging force of the coil spring 82. The detent pin 76 is brought into contact with the upper end portion or the lower end portion of the detent slot 74, so that the vertical movement of the detent rod 84 and the detent pin 76 is restricted.

  As shown in FIG. 3, the shift lever 50 has a shift knob 86, and the shift knob 86 is fixed to the upper end portion of the sleeve portion 78. The shift knob 86 is provided with a shift button 88 as an “operation unit”. The shift button 88 is configured to be movable in the axial direction of the sleeve portion 78 and is in contact with the upper end portion of the detent rod 84. The detent rod 84 (detent pin 76) is moved to the lower end side of the sleeve portion 78 by pressing the shift button 88 toward the lower end side of the sleeve portion 78 against the urging force of the coil spring 82. (This position is hereinafter referred to as “release position”). On the other hand, by releasing the pressing operation of the shift button 88, the detent pin 76 is moved by the urging force of the coil spring 82, and the detent pin 76 is engaged with a detent groove 100 described later (hereinafter referred to as “detent pin”). This position is called “lock position”).

  On the other hand, as shown in FIG. 1, a detent hole 98 is formed through the substantially central portion of the plate portion 92 of the body 90 described above. The detent hole 98 is disposed between the pair of fitting grooves 96 in the vehicle front-rear direction, and both sides of the detent pin 76 in the vehicle width direction are disposed in the detent hole 98.

  A detent groove 100 as a “groove portion” is formed in the upper part of the detent hole 98, and the detent groove 100 has a “P” shift position, an “R” shift position, an “N” shift position, “ Corresponding to the “D” shift position, it is formed in an uneven shape in a side view. In the state where the shift lever 50 is disposed at the “P” shift position, the detent pin 76 is engaged with the groove corresponding to the “P” shift position of the detent groove 100, and the rotation operation of the shift lever 50 is restricted. It has become so. Further, by depressing the shift button 88 and moving the detent pin 76 to the release position, the engagement between the groove corresponding to the “P” shift position of the detent groove 100 and the detent pin 76 is released, and the shift lever 50 rotation operations are permitted.

  As shown in FIGS. 1 and 5, a pair of locking claws 102 are formed on the plate portion 92 disposed on the right side of the vehicle, and the locking claws 102 protrude from the plate portion 92 to the left side of the vehicle. Has been. A P position detection switch 104 is provided between the locking claws 102. The P position detection switch 104 is locked to the locking claws 102 and electrically connected to a control unit (not shown) of the vehicle. It is connected to the. When the shift lever 50 is rotated to the “P” shift position and the detent pin 76 is moved to the lock position, the P position detection switch 104 is pushed by the detent pin 76.

  Further, as shown in FIG. 1, the body 90 has a front connecting portion 106 formed between a pair of plate portions 92. The front connecting portion 106 is formed with a solenoid accommodating portion 108 for accommodating a solenoid 120 described later, and the bottom surface of the solenoid accommodating portion 108 is disposed in a direction orthogonal to the vehicle vertical direction. A solenoid locking claw 110 is integrally formed on the bottom wall of the solenoid housing portion 108, and the solenoid locking claw 110 is configured to be elastically deformable in the vertical direction. A hook 112 is formed at the tip of the solenoid locking claw 110. Further, slide grooves 116 are formed in the circumferential wall 114 of the solenoid housing portion 108 at both sides in the vehicle width direction, and the slide grooves 116 are opened inward in the vehicle width direction and extend along the vehicle front-rear direction. ing.

  The solenoid accommodating portion 108 accommodates a solenoid 120 (which is an element grasped as a “shift lock mechanism” in a broad sense), and the solenoid 120 is electrically connected to a control portion of the vehicle. The solenoid 120 includes a substantially rectangular cylindrical case 122, and the case 122 is opened outward in the vehicle width direction. Engagement pieces 124 are formed on the bottom wall of the case 122 at both sides in the vehicle width direction (only the engagement piece 124 on the left side of the vehicle is shown in FIG. 1). Projecting outward from the vehicle width direction. The engagement piece 124 of the case 122 is inserted into the slide groove 116, and the case 122 is engaged with the hook portion 112 of the solenoid locking claw 110, so that the solenoid 120 is assembled to the body 90.

  In the case 122, a substantially cylindrical solenoid body 126 is provided. A plunger 126A is provided at one end of the solenoid body 126 in the axial direction (end on the rear side of the vehicle) (see FIG. 2), and the plunger 126A projects from the solenoid body 126 toward the rear of the vehicle. This plunger 126A is provided with a pair of shift lock plates 128. An arm portion 130 extending in the vertical direction is formed at the vehicle rear side end portion of the shift lock plate 128.

  Then, when the shift lever is disposed at the “P” shift position and the P position detection switch 104 is pushed by the detent pin 76, the P position detection switch 104 is turned on and the solenoid 120 is operated. It has become. In this case, the plunger 126 </ b> A and the shift lock plate 128 are moved to the rear side of the vehicle, and the arm portion 130 is arranged directly below the detent pin 76. Thereby, the pressing operation of the shift button 88 is configured to be locked (blocked) by the solenoid 120. On the other hand, when the occupant steps on the foot brake of the vehicle, the plunger 126A and the shift lock plate 128 are moved to the front side of the vehicle, and the pressing operation of the shift button 88 is permitted.

  Further, as shown in FIGS. 3 and 6, a moderation plate 132 is integrally formed on the body 90 between the pair of plate portions 92 and on the vehicle rear side of the front connecting portion 106. The moderation plate 132 is formed in a substantially plate shape, and is curved and arranged in an arc shape centering on the insertion hole 94 in a side view.

  A moderation imparting portion 134 is integrally formed on the outer periphery of the moderation plate 132 at an intermediate portion in the vehicle width direction. The moderation portion 134 extends along the circumferential direction of the moderation plate 132 and projects outward in the radial direction of the moderation plate 132. A plurality of (four in the present embodiment) moderation grooves 136 are formed in the moderation portion 134, and the moderation grooves 136 are formed in a V shape in a side view and are radially outside the moderation plate 132. Is open to The moderation groove 136 is formed at a position corresponding to each shift position of the shift lever 50, and the roller 70 of the moderation spring unit 66 is disposed in the moderation groove 136. When the shift lever 50 is rotated in the vehicle front-rear direction, the roller 70 is moved to the adjacent moderation groove 136 while sliding on the moderation application portion 134. At this time, the moderation spring 68 is elastically deformed so that a sense of moderation is imparted to the shift lever 50.

  Next, the operation and effect of the present embodiment will be described.

  In the shift lever device 10, when the shift lever 50 is disposed at the “P” shift position, the arm portion 130 of the shift lock plate 128 of the solenoid 120 is disposed directly below the detent pin 76 of the shift lever 50. Thereby, the movement of the detent pin 76 to the release position (the pressing operation of the shift button 88) is locked (blocked) by the solenoid 120, and the rotation operation of the shift lever 50 is restricted.

  When changing the shift position of the shift lever 50 in a state where the shift lever 50 is disposed at the “P” shift position, the occupant depresses the foot brake of the vehicle, whereby the plunger 126A of the solenoid 120 and the shift lock plate 128 is moved to the front side of the vehicle. Thereby, the locked state with respect to the detent pin 76 (shift button 88) by the solenoid 120 is cancelled | released.

  When the shift button 88 is pressed in this state, the detent pin 76 is moved to the release position, and the shift lever 50 can be rotated. Then, the detent pin 76 is moved to the lock position by rotating the shift lever 50 to each shift position and releasing the pressing operation on the shift button 88, and the detent pin 76 is detent corresponding to each shift position. Engaged with the groove 100. Thereby, the shift position of the shift lever 50 is changed. When the shift lever 50 is rotated, the operation load of the shift lever 50 acts on the body 90 via the detent pin 76 of the shift lever 50 and the like.

  On the other hand, in order to rotate the shift lever 50 from each shift position to the “P” shift, the detent pin 76 is moved to the release position by pressing the shift button 88. Then, the shift lever 50 is disposed at the “P” shift position, and the pressing operation of the shift button 88 is released. As a result, the detent pin 76 is moved to the lock position, and the P position detection switch 104 is pushed by the detent pin 76.

  When the P position detection switch 104 is pushed by the detent pin 76, the solenoid 120 is activated and the plunger 126A is moved to the rear side of the vehicle, so that the arm portion 130 of the shift lock plate 128 is disposed directly below the detent pin 76. Is done. As a result, the detent pin 76 (shift button 88) is locked by the solenoid 120, and the rotation operation of the shift lever 50 is restricted.

  Here, a fitting groove 96 is formed in the body 90, and the fitting protrusion 20 of the frame 12 is fitted in the fitting groove 96. For this reason, the operation load of the shift lever 50 acting on the body 90 is transmitted to the fitting protrusion 20 (frame 12). Accordingly, the body 90 acts as a load transmission member for transmitting the operation load to the frame 12, and the frame 12 acts as a strength member that secures the strength of the shift lever device 10 by receiving the operation load.

  The frame 12 is made of a magnesium alloy. Thereby, for example, the strength of the frame 12 can be increased compared to the case where the frame 12 is formed of resin, and thus the frame 12 can be reduced in size and weight while maintaining the strength of the frame 12. Therefore, the shift lever device 10 can be reduced in size and weight.

  By the way, in general, when a molded product is formed by casting a magnesium alloy, the dimensional accuracy of the molded product is poorer than when the molded product is formed by resin injection molding. Since the frame 12 is made of a magnesium alloy and is formed by casting, secondary processing is required for a portion that requires dimensional accuracy of the frame 12.

  Here, the cable plate 32 is assembled to the frame 12, and the control cable 36 is held in the holding groove 34 of the cable plate 32. And in the cable plate 32, in order to prevent the control cable 36 from coming off the holding groove 34, it is necessary to form the holding groove 34 with high accuracy. For this reason, if the holding groove 34 is formed in the frame 12, secondary processing of the frame 12 with respect to the holding groove 34 that requires dimensional accuracy is required, but the holding groove 34 is formed in the cable plate 32. The secondary processing for the holding groove 34 in the frame 12 can be omitted. Therefore, even if the frame 12 is formed of a magnesium alloy, the cost increase of the frame 12 can be suppressed, and consequently the cost increase of the shift lever device 10 can be suppressed.

  Further, the roller 70 of the moderation spring unit 66 is disposed in the moderation groove 136 of the moderation application unit 134. When the shift lever 50 is rotated, the roller 70 is moved to the adjacent moderation groove 136 while sliding on the moderation application portion 134. Thereby, when the shift lever 50 is moved to each shift position, the moderation spring 68 of the moderation spring unit 66 is elastically deformed, so that a sense of moderation is imparted to the shift lever 50. That is, in the moderation application part 134, since the position of the moderation groove | channel 136 and the shift position of the shift lever 50 need to be matched, it is necessary to form the part of the moderation groove | channel 136 with high precision.

  Here, the moderation portion 134 is formed in the body 90. For this reason, since it is not necessary to form the moderation provision part 134 in the flame | frame 12 formed with the magnesium alloy, the cost increase of the shift lever apparatus 10 can be suppressed further. That is, if the moderation imparting portion 134 is formed on the frame 12, secondary processing of the frame 12 with respect to the moderation groove 136 that requires dimensional accuracy is required. However, by forming the moderation imparting portion 134 on the frame 12, Secondary processing can be omitted.

  Further, when the shift lever 50 is rotated to each shift position, the detent pin 76 of the shift lever 50 is engaged with the detent groove 100 formed in the detent hole 98 of the body 90. For this reason, since it is necessary to make the position of the detent groove 100 correspond to the shift position of the shift lever 50, it is necessary to form the detent groove 100 with high accuracy.

  Here, as described above, the detent groove 100 is formed in the body 90. Thereby, since it is not necessary to form the detent groove | channel 100 in the flame | frame 12, the cost increase of the shift lever apparatus 10 can be suppressed further. In other words, if the detent groove 100 is formed in the frame 12, secondary processing of the frame 12 with respect to the detent groove 100 that requires dimensional accuracy is required. However, by forming the detent groove 100 in the body 90, Processing can be omitted.

  Further, as described above, the frame 12 is formed of a magnesium alloy, and the body 90 and the cable plate 32 are provided with parts that require dimensional accuracy as the shift lever device 10. Therefore, for example, by changing the body 90 corresponding to the transmissions of various vehicles, the shift lever device 10 reduced in size and weight can be easily adapted to various vehicles.

  Further, the fitting groove portions 96 (fitting protrusions 20) are respectively arranged on the vehicle front side and the vehicle rear side with respect to the detent groove 100. That is, when the shift lever 50 is operated to rotate, an operation load is applied to the body 90 mainly through the detent pin 76, so that the body 90 is moved between the pair of fitting grooves 96 (fitting protrusions 20). The operating load that acts can be transmitted to the frame 12. Thereby, the frame 12 can efficiently receive the operation load of the shift lever 50 acting on the body 90.

  Further, the fitting groove 96 is opened to the upper side of the vehicle, and the fitting protrusion 20 is fitted in the fitting groove 96. Thereby, by inserting the body 90 from the vehicle lower side of the frame 12 and inserting the shaft 40 into the through hole 26 and the insertion hole 94 while fitting the fitting projection 20 into the fitting groove 96. The body 90 can be easily assembled to the frame 12. Thereby, the assembly | attachment property with respect to the flame | frame 12 of the body 90 can be improved.

  In the present embodiment, the cable plate 32 is made of resin, but the cable plate 32 may be formed by pressing a sheet metal.

  In the present embodiment, the cable plate 32 is fitted and fixed to the frame 12, but the cable plate 32 may be fixed to the frame 12 by adhesion or the like.

10 Shift lever device (shift device)
12 Frame (fixing member)
20 Fitting protrusion (load receiving part)
32 Cable plate (holding member)
36 Control cable (cable)
40 Shaft (support shaft)
50 Shift lever (shift member)
76 Detent pin (Regulation pin)
88 Shift button (operation unit)
90 Body (main body)
96 Mating groove 100 Detent groove (groove)
134 Moderation section

Claims (5)

A shift member that is rotatably supported by a support shaft that is arranged with the axial direction set to the vehicle width direction, and that extends in a direction perpendicular to the vehicle width direction;
The shift member is assembled via the support shaft, and a main body that supports the operation load of the shift member;
A fixed member formed of a magnesium alloy, having a load receiving portion that receives the operation load that is fixed to a vehicle and connects the main body portion and the vehicle and acts on the main body portion,
A holding member that is assembled to the fixing member and holds a cable that connects the transmission of the vehicle and the shift member;
A shift device comprising:   The shift device according to claim 1, wherein the main body portion is provided with an uneven moderation imparting portion that imparts a sense of moderation to the shift member when the shift member is rotated. An operating portion is provided at the tip of the shift member,
A restriction pin configured to be movable in the extending direction of the shift member in accordance with the operation of the operation portion is provided at the longitudinal intermediate portion of the shift member,
The main body is formed with a groove for restricting the rotation operation of the shift member by being engaged with the restriction pin,
3. The rotation operation of the shift member is allowed according to claim 1, wherein the restriction pin is moved according to the operation of the operation portion, whereby the engagement between the restriction pin and the groove portion is released and the rotation operation of the shift member is allowed. Shift device.   The shift device according to claim 3, wherein the load receiving portion is provided on each of a vehicle front side and a vehicle rear side of the groove portion.   The shift device according to any one of claims 1 to 4, wherein a fitting groove portion that is opened to an upper side of the vehicle and fitted with the load receiving portion is formed at an upper end portion of the main body portion.