JP2014094695A - Shifter of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shifter of a vehicle capable of having an improved appearance and preventing erroneous operation of a shift lever.SOLUTION: A shifter 1 of a vehicle V for electrically detecting a shift position where a shift lever 10 is operated, and selecting a shift stage includes: a gate part 40 having a first regulation groove part 41 and a second regulation groove part 42 provided so as to cross the first regulation groove part 41; a rotation gate part 21 which has a first guide groove part 23 overlapped over the first regulation groove part 41 in a state where the shift lever 10 is operated to be at a home position H, and can guide the shift lever 10 from the home position H to a neutral position N; and an engaging part 26 and an engaged part 45 for, when the shift lever 10 is swung from the neutral position N to a drive position D, allowing relative movement of the rotation gate part 21 with respect to the gate part 40.

Description

  The present invention relates to a vehicle shift device, and more particularly, to a vehicle shift device that electrically detects a shift position at which a shift lever is operated and selects a gear position.

  Conventionally, a vehicle using an engine as a power source has a higher reduction ratio when driving at a low speed to increase the driving force, and a low reduction ratio when driving at a high speed to reduce the engine speed. A transmission mechanism is installed. This transmission mechanism is connected to a shift device mounted on a floor or an instrument panel via an operation cable or the like (for example, a push-pull wire), and is configured so that a desired gear stage can be selected by a driver's manual operation. Yes.

A vehicle shift device supports a shift lever (also referred to as a select lever) that can be manually operated by a driver, and selectively supports the shift lever to a plurality of shift positions in which a drive position, a reverse position, and the like are set. The main body part is constituted by an upper plate or the like in which a substantially crank-shaped gate groove for restricting the swinging path of the shift lever is formed.
Usually, the gate groove is configured in a shape that takes into consideration the operability and visibility of the driver. The gate groove of a vehicle equipped with an automatic transmission capable of switching between the automatic transmission mode and the manual transmission mode has an automatic transmission gate groove in which a drive position, a reverse position, etc. are set, and an upshift position and a downshift position. The automatic transmission gate groove and the manual transmission gate groove are formed in an H shape, which is provided in parallel.

In recent years, in the fields of throttles, brakes, steering, shifts, etc., with the aim of increasing functionality, movements to replace mechanical / physical mechanisms with electrical / electronic mechanisms, so-called by-wire, have been promoted. . In the shift-by-wire device (also referred to as an elevator), the transmission mechanism and the shift lever are not electrically connected by a connecting member such as an operation cable, but are electrically connected by electrical wiring.
In this shift-by-wire device, since there is no mechanical restriction on the operation stroke of the shift lever, the gate groove length can be shortened, and the shift device as a whole can be made compact. An electric vehicle or a hybrid vehicle that does not use an engine as a power source does not have a torque characteristic peculiar to the engine, and therefore does not include a transmission mechanism. For this reason, the introduction of shift-by-wire devices into electric vehicles and the like has increased particularly.

  The shift device disclosed in Patent Document 1 is a vehicle shift device that electrically detects a shift position at which a shift lever is operated and selects a gear position, and includes a parking position, a neutral position, a reverse position, and a vehicle body longitudinal direction. A first shift gate groove extending linearly, a second shift gate groove having a drive position and extending linearly in the vehicle width direction, a shift up position and a shift down position, and extending linearly in the vehicle longitudinal direction A third shift gate groove, and the second shift gate groove connects the neutral position of the first shift gate groove and the intermediate position of the third shift gate groove.

JP 2012-46098 A

In the technique of Patent Document 1, the shift device is made compact by shortening the gate groove length of the first and third shift gate grooves, and when the shift lever is operated from the drive position or the neutral position to the parking position, the reverse position is set. The purpose is to prevent erroneous operation of the shift lever to the reverse position by adopting a shift gate structure that does not pass through.
However, the shift device of Patent Document 1 allows the driver to visually confirm all shift positions including the shift position that is the target of operation during shifting, but on the other hand, the H-shaped shift gate groove including all shift positions. Since the entirety is exposed in the passenger compartment, there is a risk of giving the passenger a sense of complexity around the shift lever.

  Further, the technique of Patent Document 1 is such that the distance between the shift positions is shortened by shortening the gate groove length of the shift gate, and the shift lever is further operated in a monotonous straight line in the vehicle longitudinal direction or the vehicle width direction. Due to the movement, when the driver operates the shift lever, an overstroke is likely to occur depending on the lever operation force, and an unintended shift position may be selected past the target shift position. In addition, when a driver unfamiliar with the shift device operates the shift lever, the entire shift gate can be visually confirmed, and there is a possibility that an erroneous shift position may be selected due to misidentification.

  An object of the present invention is to provide a vehicle shift device capable of improving appearance and preventing erroneous operation of a shift lever.

  The shift device for a vehicle according to claim 1 includes a shift lever and a main body that selectively supports the shift lever from a home position to a plurality of shift positions so that the shift lever is operated. In a shift apparatus for a vehicle that electrically detects and selects a gear position, at least a home position, a neutral position, and a drive position are set with respect to the main body, and the shift lever is between the home position and the neutral position. A first restricting groove that restricts the peristaltic path, and a second restricting groove that is provided intersecting the first restricting groove and that restricts the peristaltic path of the shift lever between the neutral position and the drive position. And a guide groove that overlaps the upper portion of the first restriction groove when the shift lever is operated to the home position. A guide mechanism capable of guiding the shift lever from the home position to the neutral position, and when the shift lever swings from the home position to the neutral position, restricts relative movement of the guide mechanism with respect to the restriction mechanism, When the shift lever is slid from the neutral position to the drive position, a movement support mechanism that allows relative movement of the guide mechanism with respect to the restriction mechanism is provided.

  In the vehicle shift device according to the first aspect, when the movement support mechanism swings the shift lever from the home position to the neutral position, the guide mechanism is restricted from moving relative to the restriction mechanism, and the shift lever is moved from the neutral position to the drive position. Since the guide mechanism is configured to be allowed to move relative to the restricting mechanism when swinging, a groove for swinging the shift lever from the neutral position to the drive position can be omitted from the guide mechanism.

  The invention of claim 2 is the invention of claim 1, wherein the second restriction groove portion is formed in an arc shape centering on a base point set in the first restriction groove portion from one end of the first restriction groove portion, The movement support mechanism is characterized by allowing an arcuate relative movement of the guide mechanism with respect to the restriction mechanism.

  According to a third aspect of the present invention, in the first or second aspect of the invention, the restriction mechanism includes a third restriction groove that restricts a swing path of the shift lever between the home position and the reverse position. A restriction groove portion is extended in the vehicle width direction, the home position and the neutral position are respectively set in the vehicle width direction inner portion and the outer end portion of the first restriction groove portion, and the second restriction groove portion and the third restriction groove portion are It is characterized by extending from the outer end portion of the first restriction groove portion to one side and the other side in the vehicle longitudinal direction.

  According to a fourth aspect of the present invention, in the third aspect of the invention, a drive position is set at one end of the second restriction groove portion in the vehicle longitudinal direction, and a reverse position is set at the other end portion of the third restriction groove portion in the vehicle longitudinal direction. It is characterized by setting.

  A fifth aspect of the present invention provides the shift lever according to any one of the first to fourth aspects, wherein the shift lever is provided with an urging means, and the urging force of the urging means is counteracted by a guide portion provided in the regulating mechanism. The shift lever is returned to the home position by receiving a force.

  According to the first aspect of the present invention, since the groove portion for swinging the shift lever from the neutral position to the drive position can be omitted from the guide mechanism, the groove portion exposed in the vehicle interior can be reduced, and the complicated feeling given to the passenger To improve the appearance. The guide groove of the guide mechanism restricts the shift lever from swinging from the home position to a shift position other than the neutral position, and can guide the driver's line of sight from the home position to the neutral position. It is possible to prevent an erroneous operation of the shift lever by a person.

  According to the second aspect of the present invention, the occupied area occupied by the groove portion can be reduced as compared with the H-shaped groove portion in a plan view, thereby further reducing the size. In addition, when the shift lever is operated, the first lever operation from the home position to the neutral position is changed to a linear movement that is easy to operate, and the operation from the neutral position to the drive position requires a driver-conscious operation. Since the moving operation is performed, it is possible to reliably prevent an unintended drive position from being selected.

  According to the invention of claim 3, the crossing angle of the swing direction from the neutral position to the drive position and the swing direction from the neutral position to the reverse position with respect to the swing direction from the home position to the neutral position can be increased. Since the swinging direction from the neutral position to the drive position and the swinging direction from the neutral position to the reverse position can be reversed 180 degrees, it is possible to prevent erroneous operation of the shift lever without giving the driver a sense of incongruity.

According to the fourth aspect of the present invention, the driver shifts by the contact between the shift lever and the front or rear end of the second restricting groove in the vehicle longitudinal direction without forming the groove exposed in the vehicle interior. Completion of the operation of the lever to the drive position or the reverse position can be recognized.
According to the invention of claim 5, the shift lever can be returned to the home position with a simple configuration.

BRIEF DESCRIPTION OF THE DRAWINGS It is the figure which looked at the vehicle body front from the vehicle interior of the vehicle provided with the shift apparatus which concerns on Example 1 of this invention. It is a perspective view of a shift device. It is a disassembled perspective view of a shift apparatus. It is a top view of a rotation gate part. It is a rear view of a rotation gate part. It is the figure which looked at the rotation gate unit from diagonally downward. It is a perspective view of a gate part. It is a top view of a gate part. It is a rear longitudinal cross-sectional view of a shift apparatus. It is a longitudinal cross-sectional view of the rear side rear of a shift apparatus. It is a principal part longitudinal cross-sectional view of a shift apparatus. It is a block diagram which shows the control system of a shift apparatus. It is explanatory drawing of the operation procedure when shifting to reverse. It is a front view of a meter unit. It is a figure which shows the display form of a shift display part, (a) is a display when neutral is selected, (b) is a display when a drive is selected, (c) is a display when manual shift mode is selected. , (D) are displays when parking is selected.

  Hereinafter, modes for carrying out the present invention will be described based on examples. In this embodiment, the direction of arrow F is assumed to be the forward direction, and the direction of arrow L is assumed to be the left direction.

Embodiment 1 of the present invention will be described below with reference to FIGS.
In this embodiment, a shift device 1 applied to a vehicle V provided with an engine (not shown), an automatic transmission 2 (see FIG. 12) and the like capable of switching the operation mode between an automatic transmission mode and a manual transmission mode. This will be described as an example.

  As shown in FIG. 1, an instrument panel 3 extending in the left-right direction is provided in the vehicle interior of the vehicle V on the front side. The instrument panel 3 includes a meter unit 4 on the left driver's side, a glove box on the right passenger side, a console box 5 equipped with a shift device 1 and a parking switch 6 in the lower center. ing.

Hereinafter, the shift device 1 will be described in detail.
As shown in FIGS. 2 and 3, the shift device 1 includes a shift lever 10, a synthetic resin rotary gate unit 20, a main body portion 30, a gate portion 40, and the like, and is operated by a driver. The shift position of the automatic transmission 2 can be selected by electrically detecting 10 shift positions.

  The shift lever 10 is held at the home position H in an initial state before the operation by the driver, and from the home position H to the neutral position N, the drive position D, the reverse position R, the mode change position M, the shift up position by the driver's operation. It is configured to be selectively movable to the SU and shift down position SD. Each shift position selected by the shift lever 10 includes a neutral position N on the left side of the home position H set at the center of the rotary gate unit 20, a drive position D and a shift-up position SU on the lower position of the home position H, The reverse position R and the shift down position SD are set to the upper position of the home position H, and the mode change position M is set to the right position of the home position H (see FIG. 8).

As shown in FIGS. 3, 9, and 10, the shift lever 10 includes a shift knob 11, a shift body 12, and a detent mechanism 13 (biasing means).
The shift knob 11 is fastened and fixed to the upper end of the shift body 12. The shift body 12 is formed in a columnar shape and includes a substantially spherical swinging portion 12a fixed to the lower base end.
The detent mechanism 13 returns the rotary gate unit 20 to the initial state in conjunction with the shift lever return function for returning the shift lever 10 to the vertical posture corresponding to the home position H and the return operation of the shift lever 10 after the shift operation. It has a rotating gate unit return function. The detent mechanism 13 includes a swinging element 14, a detent main body part 15, and an urging part 16.

The detent main body 15 is formed in a substantially V shape, and in the initial state, the one leg is disposed in a vertical posture, and the other leg is disposed in an inclined posture connected to the one leg at the base end portion. ing.
A base end portion of the shift main body 12 is penetrated in one leg portion of the detent main body portion 15, and a sliding member 14 extending forward from the front side portion is formed. A compression spring (not shown) and a biasing portion 16 are provided on the other leg portion of the detent main body portion 15. The compression spring is accommodated in the proximal end portion of the other leg portion, and the biasing portion 16 is assembled to the distal end portion of the other leg portion.
The urging portion 16 is configured such that a base end portion is inserted into the other leg portion of the detent main body portion 15 so as to be able to advance and retreat, and a distal end portion urges a guide portion 47 described later by an urging force of a compression spring. .

Next, the rotary gate unit 20 will be described.
As shown in FIG. 2 to FIG. 6 and FIG. 9 to FIG. 11, the rotary gate unit 20 constitutes an upper plate that covers the upper portion of the gate portion 40 (regulating mechanism) corresponding to the upper wall of the main body portion 30. The base portion (center) of the gate portion 40 corresponding to H is provided so as to be rotatable about the rotation center. The rotary gate unit 20 includes a rotary gate portion 21 (guide mechanism), a slider portion 22 and the like.

As shown in FIGS. 4 to 6, the rotary gate portion 21 is formed in a bowl shape of a lower opening having a center at the same position as the base point of the gate portion 40, and a linear first shape through which the shift body 12 can be inserted. The first to third guide groove portions 23 to 25, a plurality of engaging portions 26, a pair of slit portions 27, and the like are provided.
The rotary gate portion 21 is disposed in a state where a circular upper surface portion excluding the pair of slit portions 27 is exposed from the upper portion of the console box 5.

  The first guide groove portion 23 and the third guide groove portion 25 are arranged so as to be orthogonal to the longitudinal direction of the vehicle body in the initial state, and are configured such that the right end portion of the first guide groove portion 23 and the left end portion of the third guide groove portion 25 are continuous. ing. The second guide groove portion 24 is arranged so as to be orthogonal to the vehicle width direction in the initial state, and is configured such that an intermediate portion of the second guide groove portion 24 overlaps a connection portion between the first guide groove portion 23 and the third guide groove portion 25. Has been. As described above, the first guide groove portion 23, the third guide groove portion 25, and the second guide groove portion 24 are formed in a cross shape in plan view, and the home position H (the base point of the gate portion 40) corresponds to the intersection. It is set to be.

As shown in FIGS. 5, 6, and 11, the plurality of engaging portions 26 are provided at the lower end of the rotary gate portion 21 at intervals of 90 degrees, and are formed so as to protrude radially inward.
The pair of slit portions 27 are formed integrally with the rotary gate portion 21 and are disposed at the left and right ends of the rotary gate portion 21 in the initial state.
The slider portion 22 is configured to be able to be inserted into a pair of left and right slit portions 27 and to be slidable in a direction parallel to the extending direction of the first guide groove portion 23 and the third guide groove portion 25. Thereby, the slider part 22 rotates integrally with rotation of the rotation gate unit 20 centering on the base point of the gate part 40. FIG.

As shown in FIGS. 3 and 6, the slider portion 22 is formed in a curved rectangular shape, and includes a vertical hole 22 a into which the shift body 12 can be inserted, a rotation portion 28, and a rotation shaft 29.
The vertical hole 22a is formed with substantially the same dimensions as the second guide groove portion 24, and is formed in the central portion of the slider portion 22 so as to overlap with the lower portion of the second guide groove portion 24 in the initial state.
As shown in FIG. 6, the rotating portion 28 is formed in a substantially triangular shape and is pivotally supported by the lower portion of the slider portion 22 via a rotating shaft 29. The rotating portion 28 includes a lateral hole 28a through which the shift main body 12 can be inserted, and is configured to be swingable in the front-rear direction with the rotating shaft 29 as a swing center.
In the initial state, the horizontal hole 28a overlaps with a part of the first guide groove portion 23 and the third guide groove portion 25 and the slider portion 22 interposed therebetween, and is arranged orthogonal to the vertical hole 22a (second guide groove portion 24). ing. The horizontal hole 28a is formed such that the distance from the rotation shaft 29 to the left end of the horizontal hole 28a is equal to the distance from the rotation shaft 29 to the front end (rear end) of the vertical hole 22a (second guide groove portion 24).

  As described above, when the shift main body 12 moves from the home position H in the vehicle width direction along the first guide groove portion 23 or the third guide groove portion 25, the slider portion 22 moves along with the movement of the shift main body 12. Slide in the vehicle width direction. When the shift body 12 moves from the home position H in the longitudinal direction of the vehicle body along the second guide groove 24, the turning portion 28 swings back and forth around the turning shaft 29 in conjunction with the movement of the shift body 12. Therefore, regardless of the operation of the shift lever 10, the first to third guide groove portions 23 to 25 of the rotary gate portion 21 can be always closed. In addition, when the shift lever 10 is at the home position H, the rotary gate portion 21 is always biased toward the initial state between the rotary gate portion 21 and the gate portion 40 by an external force other than the operation of the shift lever 10 by the driver. It is desirable to provide an urging means to do this.

Next, the main body 30 will be described.
As shown in FIGS. 2, 3, and 7 to 11, the main body 30 includes a housing 31, a front / rear position sensor 32, a left / right position sensor 33, a gate 40, and the like.
The housing 31 includes front, rear, left and right side walls 31a to 31d, and is formed in a cubic shape.
A pair of engaging portions 34 are respectively provided on the upper outer sides of the side walls 31a to 31d. The pair of engaging portions 34 are formed in a claw shape and are arranged adjacent to each other.
A lever support portion 35 is installed between the left and right side walls 31c and 31d. The lever support portion 35 supports the shift lever 10 so as to be slidable in the front-rear and left-right directions with respect to the housing 31 in order to slidably hold the swinging portion 12 a with a partial spherical surface.

The front / rear position sensor 32 is mounted on the outer surface of the left side wall 31c.
As shown in FIGS. 2, 3, and 9, the front / rear position sensor 32 detects the amount of rotation about the axis of a shaft member (not shown) that penetrates the lever support portion 35 and extends to the left side from the swinging portion 12 a. It is configured to be possible. Accordingly, the front / rear position sensor 32 outputs a rotation amount signal corresponding to the front / rear direction position of each shift position at which the shift lever 10 is operated to the body side control unit 7 via the cable 32a (see FIG. 12). .

The left / right position sensor 33 is mounted on the inner side surface of the front side wall 31a.
As shown in FIG. 3 and FIG. 9 to FIG. 11, the left / right position sensor 33 is configured to be able to detect the amount of swing in the left / right direction of the swing member 36 pivotably attached to the front side wall 31a.
The upper part of the swing member 36 is pivotally supported on the inner side surface of the front side wall 31a so as to be swingable in the left-right direction by a swing shaft 37, and an elongated hole 36a extending in the vertical direction is formed in the middle step part. A front end portion of the sliding member 14 is partially inserted into the elongated hole 36a in a state of being separated from the front side wall 31a.
Therefore, when the shift lever 10 moves in the left-right direction, the swing element 14 swings the swing member 36 in the left-right direction around the swing shaft 37, and the lower end position of the swing member 36 is detected by the left-right position sensor 33. Accordingly, the left / right position sensor 33 outputs a swing amount signal corresponding to the left / right position of each shift position where the shift lever 10 is operated to the body side control unit 7 via the cable 33a (see FIG. 12). .

Next, the gate unit 40 will be described.
The gate unit 40 has a home position H, a neutral position N, a drive position D, a reverse position R, a mode change position M, a shift-up position SU, and a shift-down position SD with respect to the main body 30 as a front-rear position and a left-right position. It is set based on each.
As shown in FIGS. 3, 7 to 9, and 11, the gate portion 40 is formed in a bottomed cylindrical shape so as to constitute the upper wall of the main body portion 30, and the first to fourth regulating groove portions 41 to 44. A ring-shaped engaged portion 45, a plurality of engaged portions 46, a guide portion 47, and the like.

The first restriction groove portion 41 is formed in a shape orthogonal to the longitudinal direction of the vehicle body, and constitutes a linear groove having a neutral position N set at the left end portion and a home position H (base point of the gate portion 40) set at the right end portion. doing. The first restricting groove 41 is formed so as to overlap the first guide groove 23 in a plan view when the rotary gate unit 20 is in the initial state.
Thus, the operation of the shift lever 10 to another shift position is restricted between the home position H and the neutral position N, and the peristaltic path of the shift lever 10 is restricted.

The second restriction groove portion 42 is formed in an arc shape that passes through the neutral position N with the home position H as the center, has a front end portion that is continuous with the neutral position N, and a drive position D that is set at the rear end portion. doing.
As a result, the operation of the shift lever 10 to another shift position is restricted between the neutral position N and the drive position D, and the peristaltic path of the shift lever 10 is restricted. Further, it is possible to determine the completion of the operation to the drive position D by the contact between the shift lever 10 and the rear end portion of the second restriction groove portion 42.

  The third restriction groove 43 is formed in an arc shape passing through the neutral position N with the home position H as the center, and constitutes an arc-shaped groove in which the reverse position R is set at the front end portion and the rear end portion continues to the neutral position N ing. Thereby, between the neutral position N and the reverse position R, operation to the other shift position of the shift lever 10 is restrict | limited, and the peristaltic path | route of the shift lever 10 is controlled. Further, the completion of the operation to the reverse position R can be determined by the contact between the shift lever 10 and the front end of the third restriction groove 43.

  The fourth restriction groove portion 44 is formed in a semicircular shape centered on the home position H in the right region of the home position H, and a line connecting the front end portion and the rear end portion passes through the home position H and the first restriction groove portion 41. A semicircular groove perpendicular to the (vehicle width direction) is formed. In the fourth restriction groove 44, a mode change position M is set at the right end, a shift down position SD is set at the front end, and a shift up position SU is set at the rear end. The separation distance between the home position H and the mode change position M is shorter than the separation distance between the home position H and the neutral position N. As described above, the first to fourth restriction groove portions 41 to 44 can be concentrated in the left region of the gate portion 40, and the area occupied by the first to fourth restriction groove portions 41 to 44 with respect to the gate portion 40 can be reduced.

As shown in FIGS. 3, 7 to 9, and 11, the ring-shaped engaged portion 45 is formed on the upper end portion of the outer periphery of the gate portion 40 so as to protrude radially outward, and has four engaging portions 26. And can be engaged with each other. The engaged portion 45 supports the engaging portions 26 so as to be slidable in a state where the engaged portions 45 are engaged with the four engaging portions 26. The rotary gate unit 20 can be returned to the initial state when it can be rotated around the position H and the operation of the shift lever 10 is completed.
The plurality of engaged portions 46 are formed so as to extend downward from the front, rear, left, and right edges of the gate portion 40, and are provided so as to be engageable with the pair of engaging portions 34 of the side walls 31 a to 31 d.
In the present embodiment, the plurality of engaging portions 26 and the engaged portion 45 correspond to a movement support mechanism.

As shown in FIGS. 7 to 9, the guide portion 47 receives the biasing force from the biasing portion 16 and applies the reaction force to the shift body 12 (shift lever 10), thereby moving the shift lever 10 to the home position. It is configured to be able to return to a vertical posture corresponding to H.
The guide portion 47 is configured by a conical surface formed on the back surface of the right side region of the gate portion 40, and this conical surface advances when the biasing portion 16 is advanced when the shift lever 10 is located at the home position H (initial state). The amount is the largest, and the greater the swing angle of the shift lever 10 is, the larger the retraction amount of the urging portion 16 is. As a result, when the operating force of the shift lever 10 is released, the shift lever 10 receives the reaction force of the urging force from the guide portion 47 via the detent mechanism 13, so that the home is accompanied by the rotation of the rotary gate unit 20. The vertical posture corresponding to the position H is restored.

Based on FIGS. 12-15, the operation procedure and control system of the shift apparatus 1 are demonstrated easily.
As shown in FIG. 12, the body side control unit 7 is electrically connected to the meter unit 4, the parking switch 6, the brake switch 9, the front / rear position sensor 32, the left / right position sensor 33, the transmission side control unit 8, and the like. The transmission side control unit 8 is electrically connected to a plurality of speed change actuators 2a of the automatic transmission 2. The body-side control unit 7 has an interlock function that prohibits shifting to the reverse or drive even when the reverse or drive is selected by the driver's operation when the brake switch 9 is in an off state (brake inoperative state). Yes.

A reverse operation procedure will be described with reference to FIGS.
As shown in FIG. 13 (a), before the operation of the shift lever 10, the shift lever 10 is in the home position H which is the initial state, and the rotary gate unit 20 (the rotary gate portion 21) is also in the initial state. Has been placed.
The driver moves the shift body 12 from the home position H to the neutral position N by linearly moving the shift lever 10 to the left (FIG. 13 (b)). At this time, since the shift body 12 moves linearly along the first restricting groove portion 41 (first guide groove portion 23), only the slider portion 22 slides to the left, and the rotary gate portion 21 moves to the gate portion 40. It does not move relative to it.

As shown in FIG. 13 (c), the driver moves the shift body 12 from the neutral position N to the reverse position R by rotating and moving the shift lever 10 to the front right. At this time, the shift main body 12 moves in an arc shape along the third restriction groove portion 43, so that the rotary gate portion 21 rotates to the right relative to the gate portion 40 together with the slider portion 22.
After the shift operation is completed, when the driver releases the shift lever 10 to release the operation force of the shift lever 10, the detent mechanism 13 automatically returns the shift lever 10 to the home position H, and the shift lever 10 In conjunction with the return operation, the rotary gate unit 20 automatically returns to the initial state (FIG. 13D).

When the driver selects reverse, the front / rear position of the shift lever 10 (shift body 12) is detected by the front / rear position sensor 32 as the amount of rotation of the shaft member, and the left / right position is swung by the left / right position sensor 33. Detected as a quantity.
The body side control unit 7 receives the rotation amount signal and the swing amount signal output from the front / rear position sensor 32 and the left / right position sensor 33, determines the reverse position R of the shift lever 10, and then transmits the determined shift signal to the transmission. To the side control unit 8. The transmission-side control unit 8 outputs a control signal to the shift actuator 2a corresponding to reverse based on the shift signal.

  When the driver selects reverse, the body side control unit 7 outputs a shift signal to the transmission side control unit 8 and simultaneously outputs it to the meter unit 4. As shown in FIG. 14, the meter unit 4 reverse-displays the reverse display among the plurality of shift displays displayed on the shift display unit 4a. At this time, a plurality of shift displays corresponding to switchable shift positions and a plurality of arrows indicating operation directions from the home position H to the switchable shift positions are displayed on the shift display portion 4a. Yes.

As shown in FIG. 15A, when the neutral is selected by the driver's operation, the neutral display is highlighted in the same manner as described above.
As shown in FIG. 15B, when a drive is selected by the driver's operation, the drive display is highlighted. Further, when the drive is selected, it is possible to switch to the manual shift mode. Therefore, the mode change display indicating the switching operation direction to the mode change position M, and the switching operation to the shift up position SU and the shift down position SD are performed. The manual shift display indicating the direction is lit.

  As shown in FIG. 15C, when the manual shift mode is selected by the driver's operation, the position of the drive display and the position of the mode change display shown in FIG. Is displayed. Further, when the manual shift mode is selected, it is possible to switch to the automatic shift mode. Therefore, a drive display indicating a switching operation direction to the drive position D and a switching operation to the shift up position SU and the shift down position SD are performed. The manual shift display indicating the direction is lit. As shown in FIG. 15D, when the parking switch 6 is operated while the brake switch 9 is on, the parking display is highlighted.

Next, operations and effects of the shift device 1 for the vehicle V according to the first embodiment will be described.
According to the shift device 1 of the vehicle V, since the groove portion for sliding the shift lever 10 from the neutral position N to the drive position D can be omitted from the rotary gate portion 21, the groove portion exposed in the vehicle interior can be reduced. It is possible to eliminate the complicated feeling given to the passenger and improve the appearance. Further, the first guide groove portion 23 of the rotary gate portion 21 restricts the shift lever 10 from swinging from the home position H to a shift position other than the neutral position N, and the driver's line of sight from the home position H to the neutral position N is restricted. Since it is possible to guide, an erroneous operation of the shift lever 10 by the driver can be prevented.

The second restricting groove portion 42 is formed in an arc shape centering on the home position H set in the first restricting groove portion 41 from one end of the first restricting groove portion 41, and includes a plurality of engaging portions 26 and engaged portions. Reference numeral 45 allows an arcuate relative movement of the rotary gate portion 21 with respect to the gate portion 40.
Thereby, the occupied area which a groove part occupies can be made small compared with an H-shaped groove part by planar view, and a further compactization can be achieved. Further, when the shift lever 10 is operated, the first lever operation from the home position H to the neutral position N is changed to a linear movement operation that is easy to operate, and the driver is aware of the movement from the neutral position N to the drive position D. Therefore, the unintentional selection to the drive position D can be reliably prevented.

The gate portion 40 includes a third restriction groove portion 43 that restricts the peristaltic path of the shift lever 10 between the home position H and the reverse position R. The first restriction groove portion 41 extends in the vehicle width direction, and the home position H And the neutral position N are set in the vehicle width direction inner portion and the outer end portion of the first restriction groove portion 41, respectively, and the second restriction groove portion 42 and the third restriction groove portion 43 are arranged in the vehicle longitudinal direction from the outer end portion of the first restriction groove portion 41. It extends to one side and the other side.
As a result, the crossing angle of the swing direction from the neutral position N to the drive position D and the swing direction from the neutral position N to the reverse position R can be increased with respect to the swing direction from the home position H to the neutral position N. Since the swinging direction from the neutral position N to the drive position D and the swinging direction from the neutral position N to the reverse position R can be reversed by 180 degrees, erroneous operation of the shift lever 10 can be prevented without giving the driver a sense of incongruity.

A drive position D is set at one end of the second restriction groove 42 in the vehicle longitudinal direction, and a reverse position R is set at the other end of the third restriction groove 42 in the vehicle longitudinal direction.
Accordingly, the driver can drive the shift lever 10 by contacting the shift lever 10 with the front end portion or the rear end portion of the second restricting groove portion 42 in the vehicle longitudinal direction without forming a groove portion exposed in the vehicle interior. Completion of the operation to the position D or the reverse position R can be recognized.

  Since the detent mechanism 13 is provided in the shift lever 10 and the shift lever 10 is returned to the home position H by receiving the reaction force of the urging force of the detent mechanism 13 from the guide portion 47 provided in the gate portion 40, the configuration is simple. The shift lever 10 can be returned to the home position H.

Next, a modification in which the above embodiment is partially changed will be described.
1) In the above-described embodiment, the example in which the second and third restriction groove portions are formed as arcuate grooves has been described. However, the second and third restriction groove portions are formed as linear grooves orthogonal to the first restriction groove portion. Also good. In this case, the effect of the present invention can be achieved by providing a moving support mechanism in which the gate portion corresponding to the upper plate is slidable in the direction perpendicular to the first restriction groove portion with respect to the main body side gate portion.
Moreover, it is also possible to form the 2nd, 3rd control groove part in the linear groove | channel which cross | intersects the 1st control groove part at an acute angle.

2) In the above-described embodiment, an example in which the present invention is applied to a vehicle equipped with an engine has been described. However, various drive types such as an electric vehicle using a motor as a drive source, a hybrid vehicle capable of appropriately switching between engine travel and motor travel, etc. It can be applied to vehicles. In particular, it is suitable for an electric vehicle not equipped with a transmission.

3) In the above embodiment, an example of a shift device of an automatic transmission capable of switching between an operation mode between an automatic transmission mode and a manual transmission mode has been described. It may be omitted, and can also be applied to an electric vehicle that does not include a transmission that uses a motor as a drive source. In this case, the second and third guide groove portions can be omitted from the rotating gate portion, and the fourth restriction groove portion can be omitted from the gate portion, so that both compactness and cost reduction can be achieved.

4) In addition, those skilled in the art can implement the present invention in various forms added with various modifications without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

  The present invention provides a vehicle shift device that electrically detects a shift position at which a shift lever is operated and selects a gear position, and includes a guide mechanism that covers an upper portion of a restriction mechanism having a restriction groove portion in which the shift position is set. The guide mechanism is provided with a guide groove for guiding the shift lever from the home position to the neutral position, and the guide mechanism is configured to be interlocked with the shift lever, thereby improving appearance and preventing erroneous operation of the shift lever.

DESCRIPTION OF SYMBOLS 1 Shift apparatus 2 Automatic transmission 10 Shift lever 13 Detent mechanism 21 Rotation gate part 23 1st guide groove part 24 2nd guide groove part 25 3rd guide groove part 26 Engagement part 30 Main body part 35 Lever support part 40 Gate part 41 1st regulation Groove part 42 Second restriction groove part 43 Third restriction groove part 45 Engaged part V Vehicle H Home position N Neutral position
D Drive position R Reverse position

Claims (5)

A shift lever and a main body that selectively swingably supports the shift lever from a home position to a plurality of shift positions are selected, and a gear position is selected by electrically detecting the shift position at which the shift lever is operated. In the vehicle shift device,
At least a home position, a neutral position, and a drive position are set with respect to the main body, and a first restriction groove that restricts a swing path of the shift lever between the home position and the neutral position, and the first restriction groove A regulation mechanism provided with a second regulation groove that is provided in a crossing manner and regulates the peristaltic path of the shift lever between the neutral position and the drive position;
A guide groove that overlaps an upper portion of the first restriction groove when the shift lever is operated to the home position, and a guide mechanism that can guide the shift lever from the home position to the neutral position;
When the shift lever is swung from the home position to the neutral position, the relative movement of the guide mechanism with respect to the restriction mechanism is restricted, and when the shift lever is swung from the neutral position to the drive position, the restriction of the guide mechanism is restricted. A vehicle shift device comprising a movement support mechanism that allows relative movement with respect to the mechanism. The second restricting groove is formed in an arc shape centered on a base point set in the first restricting groove from one end of the first restricting groove,
The vehicle shift device according to claim 1, wherein the movement support mechanism allows an arcuate relative movement of the guide mechanism with respect to the restriction mechanism. The restricting mechanism has a third restricting groove that restricts the peristaltic path of the shift lever between the home position and the reverse position.
Extending the first restriction groove portion in the vehicle width direction, and setting the home position and the neutral position at the vehicle width direction inner portion and the outer end portion of the first restriction groove portion, respectively;
3. The vehicle shift device according to claim 1, wherein the second restriction groove portion and the third restriction groove portion are extended from the outer end portion of the first restriction groove portion to one side and the other side in the vehicle longitudinal direction. 4. .   4. The vehicle according to claim 3, wherein a drive position is set at one end of the second restricting groove in the vehicle longitudinal direction and a reverse position is set at the other end of the third restricting groove in the vehicle longitudinal direction. Shift device. An urging means is provided in the shift lever, and the shift lever is returned to the home position by receiving a reaction force of the urging force of the urging means from a guide portion provided in the regulating mechanism. Item 5. The vehicle shift device according to any one of Items 1 to 4.