JP2016113072A - Vehicular shift device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular shift device capable of securing safety while improving layout property.SOLUTION: A shift device is configured in such a manner that when a first operation member 10 is displaced forward, a shift range is switched to a reverse range; when the first operation member 10 is displaced backward, the shift range is switched to a drive range; when the first operation member 10 is displaced to one side of a vehicle width direction which is a side moving away from a driver's seat, the shift range is switched to a neutral range; and when a second operation member 60 is rotated so that a rear end thereof faces the other side of the vehicle width direction, the shift range is switched to a parking range. The second operation member 60 in planar view, is adjacent to the other side of the vehicle width direction closer to the driver's seat with respect to the first operation member 10, and is arranged within a longitudinal range from a front end to a rear end of a movable region of the first operation member 10.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle shift device for switching a shift range of a vehicle.

  2. Description of the Related Art In recent years, a so-called electric shifter that shifts by electrically detecting the position of a shift lever is known as a vehicle shift device. The electric lifter is often used in an electric vehicle or a hybrid vehicle that does not have a mechanical transmission. However, an electrical shifter that does not require mechanical connection between the operating member and the transmission has only a vehicle having a mechanical transmission, for example, an engine (internal combustion engine) as a power source because of its high design freedom. It is gradually being used for conventional automobiles.

  Moreover, in an electric shift device in which the operation stroke of the operation member is not restricted, a mechanism called a momentary type is often employed from the viewpoint of achieving compactness and improving operability. Specifically, in a momentary type electric lifter, when the operation member is displaced in a predetermined direction from a predetermined home position, the shift range is changed, and when the hand is released from the operation member thereafter, the changed range is changed. The operating member automatically returns to the home position while maintaining the shift range.

  For example, in Patent Document 1, a cross-shaped guide groove is cut on the surface of a console, and a momentary type electric lifter configured such that a shift lever is displaced along the guide groove with the center of the cross as a home position. When the shift lever is tilted back and forth from the home position, the shift range is switched to the reverse range and the drive range, and when the shift lever is tilted from the home position in the vehicle width direction, the shift range is neutral. What is switched to a range and a parking range is disclosed.

JP 2002-254944 A

  In the device of Patent Document 1, the reverse range, the drive range, the neutral range, and the parking range can be switched by operating the shift lever, and the device can be made compact to ensure layout. On the other hand, in this apparatus, since all the ranges are switched by the operation of a common shift lever, there is a problem that an erroneous operation is likely to occur. That is, there is a possibility that the driver mistakes the operating direction of the shift lever and the shift range is switched to a range different from the intended range.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle shift device capable of ensuring safety while improving layout performance.

  In order to solve the above problems, the present invention provides a drive range that is a forward travel range, a reverse range that is a reverse travel range, and a neutral range and a parking range that are non-travel ranges. A shift device for a vehicle for switching a shift range of a vehicle, wherein the first operation member, the second operation member, and the first operation member are supported so as to be displaceable at least in the vehicle width direction and the front-rear direction. A first main body that automatically returns the displaced first operating member to a predetermined home position; a second main body that rotatably supports the second operating member; and the first operating member is located at the home position. The shift range is switched to the reverse range when the displacement operation is performed forward from the first position, and the shift range is dry when the first operation member is displaced from the home position to the rear. When the first operating member is displaced from the home position on one side in the vehicle width direction, which is the side away from the driver's seat, the shift range is switched to the neutral range, the second operating member is at the rear end of the vehicle. Control means for controlling the shift range of the vehicle according to the operation of the first operation member and the second operation member so that the shift range is switched to the parking range when the rotation operation is performed so as to face the other side in the width direction. The second operating member is adjacent to the other side in the vehicle width direction closer to the driver's seat with respect to the first operating member in plan view, and front and rear from the front end to the rear end of the movable region of the first operating member. Provided is a vehicular shift device arranged so as to be included in a direction range (Claim 1).

  According to the present invention, the second operation member that is an operation member for switching the shift range to the parking range is the first operation member that is an operation member for switching the shift range to the drive range, reverse range, and neutral range. Since it is provided separately, it is possible to improve safety by suppressing an erroneous operation and an unexpected shift range change accompanying this.

  The second operating member is adjacent to the other side in the vehicle width direction closer to the driver's seat with respect to the first operating member in plan view, and the front-rear direction range from the front end to the rear end of the movable region of the first operating member In addition, the second operating member is rotationally operated, and the position in the front-rear direction and the vehicle width direction is not changed during the operation. Therefore, the movable range of the operation member including the first operation member and the second operation member can be reduced, and the layout of the shift device can be improved.

  Furthermore, in the state where the second operation member is arranged on the other side in the vehicle width direction closer to the driver's seat as described above, the operation direction of the second operation member (switching direction to the parking range) is A direction in which the rear end faces the other side in the vehicle width direction, that is, a direction in which the rear end moves away from the first operation member is set. Therefore, as described above, the first operation member and the second operation member are arranged close to each other, and the wrist or arm of the driver touches the first operation member when operating the second operation member, so that the first operation member is erroneously operated. Operation can be suppressed, and safety can be further enhanced.

  Specifically, when the second operating member is gripped with a fingertip and rotated, the wrist moves in the same direction as the rear end of the second operating member. For this reason, if the first operation member is present at the destination, the first operation member may be unexpectedly displaced due to the wrist or arm hitting the first operation member. On the other hand, in the present invention, since the operation direction of the second operation member is set as described above, the wrist and the arm can be moved away from the first operation member when the second operation member is operated. Contact can be suppressed.

  In this invention, it is preferable that the said 2nd operation means is arrange | positioned ahead rather than the center of the said 1st operation member in a home position (Claim 2).

  If it does in this way, a space can be secured behind the 2nd operation member, arranging the 1st operation member and the 2nd operation member in proximity, and the layout nature around a shift device is raised further. Can do.

  In the present invention, it is preferable that the second main body supports the second operation member so that the second operation member automatically returns to a predetermined home position after being displaced. .

  If it does in this way, the operativity of the 2nd operation member can be raised.

  In the present invention, the control means switches the shift range to the reverse range when the amount of displacement of the first operation member from the home position to the front becomes the first operation amount, and moves backward from the home position of the first operation member. The shift range is switched to the drive range when the displacement amount to the second operation amount becomes, and the shift range is set to the neutral range when the displacement amount from the home position of the first operation member to the one side in the vehicle width direction becomes the third operation amount. Preferably, the first operation amount, the second operation amount, and the third operation amount are set in advance so that the third operation amount is smaller than the first operation amount and the second operation amount. (Claim 3).

  In this way, the movable amount of the first operating member in the vehicle width direction, that is, the size in the vehicle width direction of the movable region of the entire operating member including the first operating member and the second operating member can be kept small. The layout can be improved.

  Here, since the rotation operation direction of the second operation member is set as described above, it is possible to prevent the wrist of the driver from accidentally touching the first operation member when operating the second operation member. However, since the first operating member and the second operating member are arranged close to each other, such an erroneous operation may occur. Specifically, when the second operating member is operated to switch to the parking range when the vehicle is stopped, the direction in which the driver's hand touches the first operating member and the first operating member moves away from the driver unexpectedly (to the neutral range). It can happen that it is operated in the switching direction.

  Therefore, in the present invention, when the operation of switching the shift range to the neutral range and the operation of switching the shift range to the parking range are simultaneously performed on the first operating member when the vehicle is stopped, the control means It is preferable to switch the range to the parking range.

  According to this configuration, when the driver operates the second operating member as described above when the vehicle is stopped to switch the shift range to the parking range, the first operating member is unexpectedly switched to the neutral range. Even in the case where the vehicle has been operated, the operability can be improved because switching to the parking range in accordance with the driver's intention is realized.

  As described above, according to the present invention, it is possible to ensure safety while improving layout performance.

It is a figure which shows the compartment front part of the vehicle to which the shift apparatus which concerns on one Embodiment of this invention was applied. It is a perspective view of a lever unit and a P switch unit included in the shift device. It is a top view for demonstrating arrangement | positioning of the said lever unit and P switch unit. It is a partially cutaway perspective view of the lever unit. It is a partially cutaway perspective view of the lever unit. It is a disassembled perspective view of the said lever unit. It is a figure for demonstrating the motion of the shift lever of the said lever unit in the vehicle width direction. It is a figure for demonstrating the motion of the front-back direction of the said shift lever. It is a figure for demonstrating the structure of the guide member for detents of the said lever unit. It is a figure for demonstrating the structure of the control groove | channel of the said lever unit. It is a figure which shows operation of the said P switch unit. It is a block diagram which shows the control system of the said shift apparatus. It is the flowchart which showed the procedure of the change control of a transmission range. It is a figure for demonstrating the problem at the time of making the rotation operation direction of a P switch unit into the direction opposite to the direction of this embodiment.

(1) Overall Configuration FIG. 1 is a view showing a front part of a vehicle compartment to which a shift device 1 according to an embodiment of the present invention is applied. As shown in the figure, an instrument panel 2 provided with a meter unit 3, a steering handle 4 and the like is provided at the front part of the passenger compartment, and between the driver seat and the passenger seat from the center in the vehicle width direction of the instrument panel 2. A center console 5 that extends rearward through the vehicle is installed. Hereinafter, as shown in FIG. 1, a case will be described in which the shift device 1 is applied to a so-called right-hand drive vehicle in which the steering handle 4 and the driver's seat are provided on the right side of the vehicle. In the following description, the vehicle width direction, that is, the left-right direction in FIG. 1 is simply referred to as the left-right direction, the right in FIG. 1 is simply right, and the left in FIG. Further, the vehicle front-rear direction is simply referred to as the front-rear direction, the front of the vehicle front-rear direction is simply referred to as the front, and the rear of the vehicle front-rear direction is simply referred to as the rear. In the drawings, the arrow F indicates the front of the vehicle (in other words, the opposite side of the arrow F is the rear of the vehicle), the arrow L indicates the left side of the vehicle, and the arrow R indicates the right side of the vehicle.

  In the present embodiment, the vehicle includes an engine (not shown) composed of an internal combustion engine such as a gasoline engine or a diesel engine, and an automatic transmission 110 (see FIG. 12) that transmits the driving force of the engine to the wheels while decelerating. ing. The automatic transmission 110 includes a planetary gear mechanism, and a stepped transmission that automatically selects an appropriate reduction ratio according to a vehicle speed, an engine load, and the like from a plurality of reduction ratios realized by the gear mechanism. (AT). The automatic transmission 110 has a shift range such as a neutral range in which transmission of driving force is cut off, a parking range in which transmission of driving force is cut and the output shaft is locked, and driving in a direction in which the vehicle moves forward. There are a drive range (forward travel range) for transmitting force and a reverse range (reverse travel range) for transmitting driving force in the direction of reversing the vehicle.

  The shift device 1 is for switching the shift range from a drive range, a reverse range, a neutral range, and a parking range to a desired range, and includes a lever unit 7 and a P switch unit 8 provided in the center console 5. And a controller (see FIG. 12) 101. The lever unit 7 and the P switch unit 8 are operated when the shift range is switched.

  The shift range selected based on the operation of the shift device 1, that is, the selected shift range is displayed on the meter unit 3. Specifically, the meter unit 3 has a display unit composed of a liquid crystal screen or the like at a predetermined location (for example, between the speedometer and the tachometer), and the display unit corresponds to the selected shift range. One of the characters P (parking range), R (reverse grange), N (neutral range), and D (drive range) is displayed.

(2) P switch unit The P switch unit 8 is for switching the shift range of the automatic transmission 50 to the parking range. The P switch unit 8 outputs a predetermined signal when the rotational operation amount reaches a predetermined amount, and returns to the original position when the operation force is released. As the P switch unit 8, a general momentary ON / OFF rotary switch can be used, and a detailed description of its structure is omitted, and only a brief description will be given here.

  The P switch unit 8 includes a dial-type P operation member 60 that is rotated by a driver, and a P body portion 70 that supports the P operation member 60. The P operation member 60 corresponds to a “second operation member” in the claims, and the P main body portion 40 corresponds to a “second main body portion” in the claims.

  The P main body 70 includes a box-shaped housing 72 having an upper surface opened, a cover 71 attached so as to cover the upper surface of the housing 72, a coil spring 78, and a support portion (not configured) accommodated in the housing 72. As shown). A P switch element 75 (see FIG. 12), which is an ON / OFF type switch element, is fixed in the P main body 70. The P main body portion 70 is provided on the center console 5 so that the cover 71 constitutes a part of the upper surface of the center console 5.

  The P operation member 60 includes a cylindrical gripping portion 61 and a shaft portion 62 that extends downward from the gripping portion 61.

  The grip portion 61 is a portion that is directly operated by a driver, and the P operation member 60 has a P main body portion 70 such that the grip portion 61 is exposed upward from the cover 71 of the P main body portion 70, that is, the upper surface of the center console 5. It is supported by the support part. The P operation member 60 is supported by the P main body 70 so as to be rotatable about a central axis extending vertically. In the present embodiment, as shown in FIG. 3, the P operation member 60 is supported so that the front end thereof moves to the left side, that is, rotates counterclockwise. Further, in the present embodiment, the size of the grip portion 61 is set to a size that can be operated mainly by the fingertip of the driver.

  The shaft portion 62 is provided with a pressing operation portion (not shown) for pressing the P switch element 75. When the gripping portion 61 is rotated counterclockwise by a predetermined amount (hereinafter sometimes referred to as “P operation amount”), the pressing operation portion presses the P switch element 75. Along with this, the P switch element 75 outputs a predetermined signal.

  The coil spring 78 urges the shaft portion 62, that is, the P operation member 60 clockwise. Therefore, the P operation member 60 rotates when a force against the urging force of the coil spring 78 is applied, and when the operation force is released, the P operation member 60 is returned to its original position (position before rotation) by the urging force of the coil spring 78. Returned to Hereinafter, the position of the P operation member 60 in a state where no operation force is applied is referred to as a “home position”.

  As described above, when the P operation member 60 is rotated by a predetermined amount and a predetermined signal is output from the P switch element 75, the controller 101 determines that the parking range has been selected as will be described later. The automatic transmission 110 is controlled to switch the shift range to the parking range.

  In addition, a dial “P” representing the parking range is provided on the upper surface of the grip 61, and when the parking range is selected, the letter “P” is highlighted by a light source such as an LED. It has become.

(3) Lever unit 7
A specific structure of the lever unit 7 will be described with reference to FIGS.

  The lever unit 7 includes a shift lever 10, a main body 40, a DR lever rotation sensor 52, and an N lever rotation sensor 54.

  The shift lever 10 corresponds to a “first operation member” in the claims. Specifically, the shift lever 10 of the present embodiment includes a spherical shift knob 12 held by a driver, a rod-shaped lever portion 14 extending downward from the shift knob 12, and a block-shaped base portion provided at the lower end of the lever portion 14. 16, a lever-side cover portion 15 provided above the base portion 16, a rod-shaped restriction shaft 24 that protrudes diagonally downward to the right from the base portion 16, and a rod-shaped detent leg portion 26 that protrudes diagonally downward to the left from the base portion 16. And a rod-shaped N switch operating portion 22 that protrudes forward from the lower portion of the base portion 16.

  A compression spring (not shown) is provided inside a main body portion (a portion above the tip (lower end) 26b) 26a of the detent leg 26, and the tip 26b is pressed downward by the compression spring. ing. As a result, the tip 26b of the detent leg 26 can be moved forward and backward with respect to the main body portion 26a so that it rises when receiving an upward force that pushes back the compression spring and descends when the force decreases.

  The main body 40 corresponds to a “first main body” in the claims, and has a function of supporting the shift lever 10. The main body 40 includes a box-shaped housing 42 whose upper surface is open, a cover 41 attached so as to cover the upper surface of the housing 42, a support block 44 housed in the housing 42, and a bottom surface of the housing 42. It has a restricting portion 46 fixed on top and a detent guiding member 48 fixed on the bottom surface of the casing 42. The casing 42 has walls on the front, rear, left and right, respectively, but some of these walls are omitted in each figure.

  As shown in FIG. 5, the bottom surface of the housing 42 has a substantially V shape when viewed from the front-rear direction, and a right bottom surface 41 b that slopes diagonally upward to the right from the left and right center, and a left that slopes diagonally upward to the left from the horizontal center The restricting portion 46 is provided on the right bottom surface 41b, and the detent guide member 48 is provided on the left bottom surface 41c.

  The DR lever rotation sensor 52 is fixed to the outside of the left side surface of the housing 42, and the N lever rotation sensor 54 is fixed to the inside of the front side surface of the housing 42.

  The shift lever 10 is supported by a support block 44 of the main body 40 in a state where the lever portion 14 is inserted into a circular gate hole 41 a formed in the cover 41. In this support state, as shown in FIG. 2, the lever side cover portion 15 of the shift lever 10 closes the gate hole 41a, and a good appearance is ensured.

  The support block 44 includes a rectangular tube-shaped main body block 44d extending vertically and columnar first support shafts 44b and 44c projecting left and right from the left and right side surfaces of the main body block 44d. In the support block 44, one first support shaft 44b is inserted into a circular through hole 42a formed on the left side surface of the housing 42 so as to be rotatable around the center axis, and the other first support shaft 44c. Is supported by a support member (not shown) provided on the right side surface of the casing 42 so as to be rotatable about the central axis thereof, so that the central axes of the first support shafts 44b and 44c are provided in the casing 42. Is housed so as to be rotatable around the center.

  The main body block 44d has a size that allows the base 16 of the shift lever 10 to be accommodated inside, and the shift lever 10 is supported by the main body block 44d by accommodating the base 16 in the main body block 44d. ing.

  Specifically, the support block 44 is provided with a cylindrical second support shaft 44a that is inserted through through holes 44e and 44e formed on the front side surface and the rear side surface thereof and extends back and forth between the side surfaces. . The shift lever 10 is supported by the main body block 44d by inserting the second support shaft 44a through a through hole 16a formed in the base portion 16 thereof.

  The outer diameter of the second support shaft 44a and the inner diameter of the through hole 16a are set to be substantially the same. Therefore, when the second support shaft 44a is inserted into the through-hole 16a, the shift lever 10 is moved to the left and right around the central axis of the second support shaft 44a, that is, the central axis of the through-hole 16a, as shown in FIG. It is supported so that it can rotate, that is, can be tilted left and right.

  Here, as described above, the support block 44 is rotatable about the central axis of the first support shafts 44b and 44c. Therefore, by supporting the support block 44, the shift lever 10 can rotate back and forth around the central axis of the first support shafts 44b and 44c, as shown in FIG. It is supported so that it can tilt. In this manner, the shift lever 10 is supported by the support block 44 so as to be tiltable in the front-rear and left-right directions.

  The detent guide member 48 of the main body 40 is for automatically returning the shift lever 10 after the tilt displacement to the original position (home position to be described later). The detent guiding member 48 has a concave concave surface 48a having a partially concave spherical shape that is recessed downward (specifically, diagonally downward to the left), that is, an arc shape that is recessed downward in a sectional view.

  In a state where the shift lever 10 is supported by the main body 40, the tip 26 b of the detent leg 26 of the shift lever 10 is in contact with the concave surface 48 a of the detent guide member 48. And the front-end | tip 26b of the leg part 26 for a detent is always pressed against this concave surface 48a under the pressing force by the said compression spring.

  As shown in FIG. 9 and the like, the distal end 26b of the detent leg portion 26 extends most from the main body portion 26a of the detent leg portion 26 when it is in contact with the center portion of the concave surface 48a (the bottom portion of the concave spherical surface). At this time, the compression spring is extended most and the urging force is minimized. On the other hand, when the distal end 26b of the detent leg 26 is separated from the central portion of the concave surface 48a, the tip 26b moves backward into the main body portion 26a of the detent leg 26. At this time, the compression spring contracts, and the urging force applied to the tip 26b of the detent leg 26 increases. The retraction amount of the tip 26b of the detent leg 26 and the urging force applied to the tip 26b from the compression spring increase as the distance from the center of the concave surface 48a of the tip 26b increases. When the urging force applied from the compression spring is increased, the tip 26b of the detent leg 26 is strongly pressed against the concave surface 48a. This pressing force is converted into a force for returning the tip 26b of the detent leg 26 to the center of the concave surface 48a.

  Therefore, when an operating force (a force for tilting the shift lever 10) is not applied to the shift lever 10, the shift lever 10 is a position where the tip 26b of the detent leg 26 is disposed at the center of the concave surface 48a. Supported by Hereinafter, this position is referred to as a home position. At this home position, the shift lever 10 is in a posture extending perpendicular to the cover 41 as shown in FIG. When the shift lever 10 at the home position is tilted by the operating force and the tip 26b of the detent leg 26 is separated from the center of the concave surface 48a, the tip 26b is moved to the center of the concave surface 48a. Force to return is generated. Therefore, when the operating force for the shift lever 10 is released, the shift lever 10 automatically returns to the home position. Thus, the shift lever 10 of this embodiment is a momentary device that can be tilted from the home position and automatically returns to the home position after tilting.

  The restricting portion 46 of the main body 40 is for restricting the tilting of the shift lever 10 in the front-rear and left-right directions. A restriction groove 46 a is formed in the restriction portion 46. The restriction groove 46a has a T-shape, and as shown in FIGS. 5 and 10, extends from the front and rear to the DR restriction groove 46a_1 and from the front and rear center of the DR restriction groove 46a_1 (position indicated by H in FIG. 10). It is comprised by the N control groove | channel 46a_2 extended on the right side.

  The tip (lower end) of the restriction shaft 24 of the shift lever 10 is disposed in the restriction groove 46a, and the restriction shaft 24 can move only within the restriction groove 46a.

  That is, the shift lever 10 can tilt back and forth only between the position where the restriction shaft 24 contacts the front end of the DR restriction groove 46a_1 and the position where the restriction shaft 24 contacts the rear end. Further, the shift lever 10 can tilt only from the position where the restriction shaft 24 is located at the front and rear center of the DR restriction groove 46a_1 so that the restriction shaft 24 is directed to the right side, that is, the upper part of the shift lever 10 including the shift knob 12 is directed to the left. Thus, the restriction shaft 24 can be tilted only to a position where it comes into contact with the right end of the N restriction groove 46a_2. Here, the restriction shaft 24 is arranged at the front and rear center of the DR restriction groove 46a_1 in a state where the shift lever 10 is at the home position.

  Hereinafter, the tilt direction of the upper portion of the shift lever 10 including the shift knob 12 will be described as the tilt direction of the shift lever 10 as appropriate. That is, the forward tilt of the shift lever 10 including the shift knob 12 is simply referred to as forward tilt, and the upward tilt of the upper portion of the shift lever 10 including the shift knob 12 is simply referred to as backward tilt. Further, tilting the shift lever 10 including the shift knob 12 to the right is simply referred to as tilting to the right, and tilting the upper part of the shift lever 10 including the shift knob 12 to the left is simply referred to as tilting to the left. As appropriate, the position where the restriction shaft 24 contacts the rear end of the DR restriction groove 46a_1 is referred to as a front displacement limit position, and the position where the restriction shaft 24 contacts the front end of the DR restriction groove 46a_1 is referred to as a rear displacement limit position. The position where the restriction shaft 24 contacts the right end of the N restriction groove 46a_2 is referred to as the left displacement limit position. The amount by which the shift lever 10 is displaced from the home position to the front displacement limit position is referred to as a forward displacement possible amount, and the amount by which the shift lever 10 is displaced from the home position to the rear displacement limit position is referred to as a backward displacement possible amount. The amount by which the shift lever 10 is displaced from the home position to the left displacement limit position is referred to as a left-side displaceable amount.

  Here, as shown in FIG. 10, the distance L2 that the restriction shaft 24 moves from the front and rear center of the DR restriction groove 46a_1 to the right end of the N restriction groove 46a_2 is from the front and rear center of the DR restriction groove 46a_1 and the front end of the DR restriction groove 46a_1. It is set to be smaller than the distances L1 and L1 that the restriction shaft 24 moves to the rear end. Therefore, the left-side displaceable amount that is the amount by which the shift lever 10 is displaced from the home position to the left-side displacement limit position is the forward-displaceable amount that is the amount by which the shift lever 10 is displaced from the home position to the front and rear displacement limit positions. It is shorter than the rearward displacement possible amount.

  As described above, in this embodiment, the leftward displaceable amount, that is, the amount by which the shift lever 10 is displaced in the left-right direction is suppressed to be relatively small, and at least the portion of the shift lever 10 exposed upward from the center console 5 is movable. The horizontal dimension of the range is kept small.

  The DR lever rotation sensor 52 is a sensor for detecting the amount of tilt displacement before and after the shift lever 10. The DR lever rotation sensor 52 is engaged with one first support shaft 44b, and the DR lever rotation sensor 52 detects the rotation angle of the first support shaft 44b. That is, when the shift lever 10 is tilted back and forth, the first support shaft 44b rotates by an angle proportional to the amount of displacement. Therefore, the DR lever rotation sensor 52 uses the first tilt displacement amount as the front and rear tilt displacement amount of the shift lever 10. The rotation angle of the support shaft 44b is detected.

  The N lever rotation sensor 54 is a sensor for detecting the left and right tilt displacement amounts of the shift lever 10. The N lever rotation sensor 54 detects the swing amount of the swing member 54 a pivotally attached to the front side surface of the housing 42 as the left and right tilt displacement amount of the shift lever 10. Specifically, as shown in FIG. 7, the swing member 54a is formed of a plate member that is long in the vertical direction, and the lower portion thereof is pivotally attached to the front side surface of the housing 42 via the swing shaft 54b. Thus, it is supported so as to be able to swing left and right about the swing shaft 54b. A vertically long slot is formed in the vertical middle portion of the swing member 54a, and the tip (front end) of the N switch operating portion 22 of the shift lever 10 is inserted into the slot. Yes. The N switch operating portion 22 inserted into the elongated hole in this way pushes the swinging member 54a in the direction opposite to the tilting direction as the shift lever 10 tilts to the left and right, and accordingly the swinging member 54a. The upper end of the rocks. The N lever rotation sensor 54 detects the swing amount of the upper end portion of the swing member 54a, thereby detecting the swing amount of the shift lever 10, that is, the left and right tilt displacement amount.

(4) Arrangement of P Operation Member and Shift Lever As shown in FIG. 3, the P operation member 60 and the shift lever 10 configured as described above are arranged such that the P operation member 60 is located at the front end of the movable region of the shift lever 10. It is arrange | positioned so that it may be included in the front-back direction range (range shown by W1 shown in FIG. 3) from a rear end. In the present embodiment, the rear end of the P operation member 60 is positioned approximately in the middle between the front end position of the shift knob 12 at the home position and the center position Wc, and the front end of the P operation member 60 is operated forward by a displaceable amount. The position of the front end of the shift knob 12 at this time (the position of Wf shown in FIG. 3) is substantially coincident with the entire P operation member 60 so as to be included in the movable region of the shift lever 10. .

  Further, the P operation member 60 is disposed on the right side of the shift lever 10, that is, on the driver seat side so as to be close thereto. Accordingly, the rotational operation direction of the P operation member 60 is a direction in which the rear end is away from the shift lever 10.

(5) Control FIG. 12 is a block diagram showing a control system related to the shift device 1 of the present embodiment. The controller 101 shown in the figure is composed of a microcomputer including a well-known CPU, RAM, ROM, etc., and has functions such as controlling the speed change operation of the automatic transmission 110. In FIG. 12, the controller 101 is shown as an integral block. However, the controller 101 is composed of a plurality of microcomputers provided separately on the vehicle body side and the automatic transmission 110 side, for example. There may be. The controller 101 corresponds to “control means” in the claims.

  The controller 101 is electrically connected to the above-described P switch element 75, DR lever rotation sensor 52, N lever rotation sensor 54, meter unit 3, and automatic transmission 110 (more specifically, transmission actuator 111). Note that the shift actuator 111 of the automatic transmission 110 is, for example, a solenoid valve that switches between engagement and disengagement of a friction engagement element such as a clutch or a brake built in the automatic transmission 110.

  Further, the vehicle is provided with a vehicle speed sensor 103 that detects the vehicle speed, and the controller 101 is also electrically connected to the vehicle speed sensor 103.

  The controller 101 automatically shifts based on signals from the P switch element 75, the DR lever rotation sensor 52, and the N lever rotation sensor 54 that output predetermined signals according to the operation states of the P operation member 60 and the shift lever 10, respectively. The shift range switching control of the machine 50, display control of the meter unit 3 (control for displaying the current shift range), and the like are executed.

  The shift range switching control will be specifically described.

  When a predetermined signal is output from the P switch element 75, the controller 101 determines that the P operation member 60 is rotated counterclockwise by the P operation amount, and switches the shift range to the parking range with respect to the shift actuator 111. The command is issued.

  Based on the signal representing the tilt displacement amount of the shift lever 10 input from the DR lever rotation sensor 52, the controller 101 has tilted the shift lever 10 to the front displacement limit position, that is, the shift lever 10 has moved from the home position. When it is confirmed that the forward displacement possible amount (first operation amount) is tilted forward, the shift actuator 111 is instructed to switch the shift range to the reverse range.

  Further, the controller 101 determines that the shift lever 10 has tilted to the rear displacement limit position based on the signal representing the tilt displacement amount of the shift lever 10 input from the DR lever rotation sensor 52, that is, the shift lever 10 is home. When it is confirmed that the backward displacement possible amount (second operation amount) is tilted backward from the position, the shift actuator 111 is instructed to switch the shift range to the drive range.

  Further, the controller 101 tilts the shift lever 10 to the left displacement limit position based on the signal representing the left and right tilt amount of the shift lever 10 input from the N lever rotation sensor 54, that is, the shift lever 10 is home. It is determined that the leftward displacement possible amount (third operation amount) is tilted to the left from the position, and a command is issued to the shift actuator 111 to switch the shift range to the neutral range.

  As described above, in the present embodiment, the shift lever 10 is switched to the reverse range by being tilted forward from the home position by a forward displaceable amount, and the drive is performed by operating the shift lever 10 backward displaceable amount. The range is switched to the neutral range when the shift lever 10 is tilted to the left to the left by a displaceable amount.

  Here, in the present embodiment, the shift lever 10 and the P operation member 60 are arranged as described above, so that when one of the shift lever 10 and the P operation member 60 is operated, the other is accidentally touched. It can happen that these are operated unexpectedly at the same time. Specifically, since the P operation member 60 is arranged at a position closer to the driver, an error occurs when the driver operates the P operation member 60 to stop the vehicle when the vehicle stops (to continue the vehicle stop state). Thus, it is possible that the shift lever 10 is operated to the left (switching direction to the neutral range).

  Therefore, in this embodiment, when the operation of the P operation member 60 for switching to the parking range and the operation of the shift lever 10 for switching to the neutral range are performed simultaneously while the vehicle is stopped, the driver intends. The shift range is switched to the parking range instead of the neutral range by giving priority to the operation of the P operation member 60, which is an operation that is likely to be performed.

  Specifically, the controller 101 determines whether or not the vehicle is stopped based on whether or not the vehicle speed detected by the vehicle speed sensor 103 is greater than a predetermined value. The predetermined value is set to a vehicle speed that is low enough that there is no problem even if the shift range is switched to the parking range and that the vehicle is substantially stopped. Specifically, this predetermined value is set to 0 or a speed slightly higher than 0. Then, when the vehicle speed is less than a predetermined value and the vehicle is stopped, the controller 101 is operated to tilt the shift lever 10 to the left by a displaceable amount to the left, and a predetermined signal is output from the P switch element 80. If it is confirmed, a command is issued to the shift actuator 111 to switch the shift range to the parking range. Note that switching to the parking range is prohibited while the vehicle is traveling (when the vehicle speed is greater than a predetermined value).

  FIG. 12 shows the flow of the shift range switching control described above. FIG. 12 shows the shift range switching procedure when the vehicle is stopped (the vehicle speed is equal to or lower than the predetermined value).

  First, in step S <b> 1, the controller 101 determines whether or not the shift lever 10 has been operated to tilt backward a displaceable amount from the home position. If this determination is YES, the process proceeds to step S10, and the controller 101 switches to the drive range.

  When the determination in step S1 is NO, the process proceeds to step S2, and the controller 101 determines whether or not the shift lever 10 has been operated to tilt forward a displaceable amount forward from the home position. If this determination is YES, the process proceeds to step S9, and the controller 101 switches to the reverse range.

  When the determination in step S2 is NO, the process proceeds to step S3, and the controller 101 determines whether or not the shift lever 10 has been operated to tilt the leftward displaceable amount from the home position to the left. If this determination is NO, the controller 101 proceeds to step S4. On the other hand, if this determination is YES, the controller 101 proceeds to step S5 and determines whether or not a predetermined signal is output from the P switch element 80.

  When the determination in step S5 is YES, that is, when the vehicle speed is equal to or lower than the predetermined value, the shift lever 10 is tilted to the left and the left displaceable amount is tilted, and the P operation member 60 is rotated by the P operation amount. The controller 101 proceeds to step S6 and switches the shift range to the parking range.

  On the other hand, when the determination in step S5 is NO, that is, when the vehicle speed is equal to or lower than a predetermined value, the shift lever 10 is tilted to the left by the amount that can be displaced to the left while the predetermined signal is not output from the P switch element 75 If so, the controller 101 proceeds to step S7 and switches the shift range to the neutral range.

  Further, in step S4 which proceeds when the determination in step S3 is NO, the controller 101 determines whether or not a predetermined signal is output from the P switch element 75. If this determination is YES, the controller 101 proceeds to step S8, and the controller 101 switches the shift range to the parking range.

  On the other hand, if the determination in step S4 is NO, the controller 101 ends the process without switching the shift range, that is, maintaining the current shift range.

(6) Operation, etc. As described above, in this embodiment, the operation member (shift lever 10) for switching to the drive range, reverse range, and neutral range, and the operation member (P operation member 60 for switching to the parking range). ) And are provided separately. Therefore, it is possible to avoid an unexpected change of the shift range by avoiding that the driver mistakenly performs the switching operation of the parking range and the switching operation of another range.

  In addition, in this embodiment, the operating members are individually provided as described above, and the movable range of these operating members, that is, the shift lever 10 and the P operating member 60 is suppressed to be small. 1 layout can be improved.

  Specifically, in the present embodiment, as described above, the shift lever 10 and the P operation member 60 are disposed close to the left and right. Further, the P operation member 60 is disposed so as to be included in the front-rear direction range from the front end to the rear end of the movable region of the shift lever 10. Further, the P operation member 60 is rotationally operated, and is configured such that its position does not change back and forth and left and right with the operation. Therefore, the entire movable range of the shift lever 10 and the P operation member 60, that is, the left and right and front and rear ranges occupied by these can be suppressed to be small.

  Further, in the present embodiment, the leftward displacement possible amount, that is, the required operation amount to the left side of the shift lever 10 is suppressed to be small, and the left and right movable ranges of the shift lever 10 are also suppressed to be small. Sexuality is enhanced. In particular, the center console 5 is located between the driver's seat and the passenger seat, and there is an upper limit on the size in the left-right direction. Therefore, as described above, when the shift lever 10 and the P operation member 60 are arranged so as to be exposed on the center console 5, the left and right dimensions of the movable range (occupied region) of the shift lever 10 and the P operation member 60 are as follows. If it can be kept small, the layout on the center console 5 can be effectively enhanced.

  Furthermore, in this embodiment, since the operation direction of the P operation device 60 is set to the direction in which the rear end is away from the shift lever 10 and the front end is away from the driver, both safety and operability are achieved. Can be increased.

  Specifically, as shown by the solid line in FIG. 11 and the solid line in FIG. 14, when operating the P operation member 60, the driver holds and rotates the P operation member 60 with its fingertip facing forward. it is conceivable that. Therefore, as shown in FIG. 14, suppose that the rotational operation direction of the P operation member 60 is the direction in which the rear end approaches the shift lever 10 (when the P operation member 60 is on the right side of the shift lever 10 as shown in FIG. 14). Is set clockwise), the driver's wrist moves in a direction approaching the shift lever 10 as indicated by a broken line in FIG. In particular, the range of wrist rotation in the direction in which the fingertip is brought closer to the body is small, and when moving the fingertip in this direction, the wrist and arm are likely to move to the opposite side of the fingertip. Therefore, in this case, there is a possibility that the wrist or arm of the driver hits the shift lever 10 when the P operation member 60 is rotated, and the shift lever 10 is displaced and unexpected shift range switching is performed. In particular, as shown by a broken line in FIG. 14, the shift lever 10 may be displaced to the left side, and an unexpected switching to the neutral range may be performed.

  On the other hand, in the present embodiment, since the rotation operation direction of the P operation member 60 is set in the direction opposite to the direction of FIG. 14 as described above, as shown by the broken line in FIG. When the member 60 is rotated, the wrist and the arm can be moved away from the shift lever 10, and these can be prevented from hitting the shift lever 10. Therefore, safety can be improved by suppressing the unexpected shift range change.

  As described above, the wrist rotatable range in the direction of bringing the fingertip closer to the body is small, and the wrist rotatable range in the opposite direction is large. Therefore, in general, it is easier to turn the fingertip away from the body. On the other hand, in the present embodiment, the rotational operation direction of the P operation member 60 is set to a direction in which the front end moves away from the driver, that is, a direction in which the fingertip holding the P operation member 60 moves away from the body. Therefore, the operability of the P operation member 60 can be improved.

  The operation of bringing the fingertip closer to the shift lever 10 is consistent with the image of locking the shift lever 10 that is operated mainly when the vehicle is started (forward, reverse) and prohibiting the operation. Also, the operability of the P operation member 60 can be improved. Further, the P operation member 60 is provided closer to the driver's seat than the shift lever 10 and can be operated without being obstructed by the shift lever 10 protruding upward. Sex is enhanced.

  Here, as described above, in the present embodiment, the rotation operation direction of the P operation member 60 is the direction in which the front end thereof is separated from the shift lever 10, so that the shift lever 10 can be moved when the P operation member 60 is operated. It can suppress touching accidentally.

  However, as described above, in this embodiment, since the P operation member 60 and the shift lever 10 are arranged close to each other, there is a possibility that the shift lever 10 may be accidentally touched when the P operation member 60 is operated. is there.

  In contrast, in the present embodiment, as described above, when the operation of the P operation member 60 and the operation of the shift lever 10 for switching to the neutral range of the shift lever 10 are performed simultaneously while the vehicle is stopped. Performs control to switch the shift range to the parking range instead of the neutral range in preference to the operation of the P operation member 60 which is an operation that is likely to be performed by the driver. Therefore, operability can be improved. In addition, if the vehicle is stopped on a hill or the like and it is accidentally switched to the neutral range, the vehicle may move forward or backward unexpectedly. It can be avoided and safety can be improved.

  Further, in the present embodiment, the operability of the shift lever 10 is enhanced by setting the direction of the left / right operation of the shift lever 10 to be a direction away from the driver and easy for the driver to operate. .

(7) Modification In the above embodiment, the case where the shift device 1 is applied to a right-hand drive vehicle has been described. However, the shift device 1 may be applied to a left-hand drive vehicle. In this case, the P operation member 60 is disposed on the left side of the shift lever 10, the operation direction of the shift lever 10 for switching to the neutral range is set to the right direction, and the rotation operation direction of the P operation member 60 is clockwise (the front end thereof). Is moved to the right side and the rear end is moved to the left side).

  Further, the P operation member 60 may be disposed so as to be included in the front-rear direction range (the range indicated by W1 shown in FIG. 3) from the front end to the rear end of the movable region of the shift lever 10. The arrangement is not limited to the above.

  However, if the P operation member 60 is provided in front of the front and rear center of the shift lever 10 at the home position, a space (region S shown in FIG. 3) is secured behind the P operation member 60, and other Since the device can be arranged, the layout around the shift device 1 can be improved.

  In the above embodiment, whether or not the tilt displacement amount of the shift lever 10 is equal to or greater than a predetermined value (amount of forward displacement, a backward displacement, a leftward displacement) by the DR lever rotation sensor 52 and the N lever rotation sensor 54. Although the case where the shift range is switched to the drive range or the like according to the above has been described, this pressure sensitive sensor or switch is used to output a predetermined signal when the tilt displacement amount of the shift lever 10 exceeds a predetermined value. The shift range may be switched based on a signal from a sensor or a switch.

  In the above embodiment, the shift lever 10 moves from the home position to each displacement limit position (position where the restriction shaft 24 contacts each end of the DR restriction groove), that is, the shift lever 10 moves from the home position. When the maximum possible amount is the operation amount necessary for switching the shift range (the amount by which the controller 101 switches the shift range, the first operation amount, the second operation amount, the third operation amount) However, the required operation amount may be smaller than the maximum amount.

  Further, the shift device 1 of the above-described embodiment switches the shift range of the stepped automatic transmission 50 interposed between the engine (internal combustion engine) and the wheels. The applicable transmission is not limited to a stepped automatic transmission, and may be, for example, a continuously variable automatic transmission (CVT). Furthermore, the present invention can be applied to a device that electrically switches forward / reverse, such as a transmission used in an electric vehicle.

1 Shift device 7 Lever unit 10 Shift lever (first operation member)
40 Main body (first main body)
60 P operation member (second operation member)
70 P body (second body)
101 Controller (control means)

Claims (5)

A vehicular shift device for switching a shift range of a vehicle between a drive range that is a forward travel range, a reverse range that is a reverse travel range, and a neutral range and a parking range that are non-travel ranges. Because
A first operating member;
A second operating member;
A first main body that supports the first operating member so as to be displaceable at least in the vehicle width direction and the front-rear direction, and that automatically returns the displaced first operating member to a predetermined home position;
A second main body that rotatably supports the second operating member;
When the first operation member is displaced forward from the home position, the shift range is switched to the reverse range, and when the first operation member is displaced backward from the home position, the shift range is switched to the drive range, and the driver's seat When the first operating member is displaced from the home position to one side in the vehicle width direction, which is the side away from the vehicle, the shift range is switched to the neutral range, and the rear end of the second operating member faces the other side in the vehicle width direction. Control means for controlling the shift range of the vehicle in accordance with the operation of the first operation member and the second operation member so that the shift range is switched to the parking range when the rotation operation is performed as described above.
The second operation member is adjacent to the other side in the vehicle width direction closer to the driver's seat with respect to the first operation member in a plan view, and the front-rear direction from the front end to the rear end of the movable region of the first operation member A vehicular shift device, which is arranged to be included in a range. The vehicle shift device according to claim 1,
The vehicular shift device, wherein the second operation means is disposed in front of a center of the first operation member at a home position. The vehicle shift device according to claim 1 or 2,
The control means switches the shift range to the reverse range when the amount of forward displacement of the first operating member from the home position becomes the first amount of operation, and the amount of backward displacement of the first operating member from the home position is the first. When the amount of operation becomes two, the shift range is switched to the drive range, and when the amount of displacement from the home position of the first operation member to one side in the vehicle width direction becomes the third operation amount, the shift range is switched to the neutral range.
The first operation amount, the second operation amount, and the third operation amount are set in advance so that the third operation amount is smaller than the first operation amount and the second operation amount. Shift device. The vehicle shift device according to any one of claims 1 to 3,
The vehicle shift device, wherein the second main body supports the second operation member so that the second operation member automatically returns to a predetermined home position after being displaced. In the vehicle shift device according to any one of claims 1 to 4,
When the vehicle is stopped, when the operation for switching the shift range to the neutral range and the operation for switching the shift range to the parking range are performed simultaneously on the first operating member, the control means switches the shift range to the parking range. A vehicular shift device.

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