JP2691541B2 - Lock device for shift lever for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial field of application> The present invention, for example, shifts a shift lever for an automatic transmission to a parking range when the engine is operating, and then shifts the shift pedal unless the brake pedal is depressed. The present invention relates to a shift lever locking device for an automatic transmission, which holds the lever in a locked state. <Prior Art> As a lock device for a shift lever for an automatic transmission of this type, for example, one having a structure disclosed in Japanese Utility Model Laid-Open No. 57-163427 is known. That is, the lock device disclosed in this publication shifts the shift lever from the neutral range (or parking range) to the drive range or the reverse range without depressing the brake pedal or operating the parking brake. Even if an operation is attempted, this operation is blocked by the solenoid. Then, this solenoid operates in a state in which the shift operation of the shift lever is possible by an electric signal from a switch that is switched by operating the brake pedal and the parking brake. In this lock device, the electric circuit of the solenoid is kept off by an electric signal from a vehicle speed sensor while the vehicle is traveling, and the solenoid is prevented from operating unnecessarily. <Problems to be Solved by the Invention> In the lock device disclosed in the above publication, when locking the shift lever, first, it is necessary to switch that the shift lever is shifted to the parking range (or the neutral range). It is necessary to detect it with a sensor. Then, after the detection, the solenoid must be operated in a locked state at a predetermined timing. This causes a problem that it is difficult to set the timing between the operation of the shift lever and the operation of the solenoid, and the switches and sensors for detecting the shift position of the shift lever are easily broken, or the structure is complicated. It is also possible to perform the brake-on shift function and the ignition key interlock function by a mechanical actuation system such as a cable, but in this case, the force required to unlock the shift lever is large to some extent.
This will adversely affect the operation of the brake pedal and the ignition key. SUMMARY OF THE INVENTION It is an object of the present invention to solve such a problem and to make a lock release mechanism of a shift lever compact and easy to handle. <Means for Solving Problems> In order to solve the above problems, the present invention has the following configuration. For example, as shown in FIG. 2 and FIG. 3, the shift lever 10 capable of performing a select operation in a direction orthogonal to the shift operation and the shift operation direction is provided with a biasing force by a select spring 17 in one of the select operation directions. In a shift lever for an automatic transmission having a configuration in which a plurality of ranges are sequentially arranged along a shift operation direction of the shift lever 10, the shift lever is arranged at a shift position of a parking range, and the shift range is normally set to a parking range. The lock position is pivotally held at a standby position where the shift lever 10 shifted to the position can be received, and prevents the operation of the shift lever 10 when receiving the elastic force of the select spring 17 acting on the shift lever 10. And the lock member 42 which is rotatable and the lock member 42 which is locked to the lock member 42 when rotated to the lock position. The first and second locking members 45 and 53 capable of holding the locking member 42 in that state, and the respective locking of the first locking member 45 and the second locking member 53 with respect to the lock member 42, respectively. A first operation link 50 and a second operation link 56 that are rotatable to a release position, a first bell crank 62 that is rotated by a cable 64 that is interlocked with the depression of a brake pedal, and interlocked with the operation of an ignition key. The second bell crank 63 that receives a rotation operation through the cable 65, and the rotation operations of the first and second bell cranks 62 and 63 that accompany the depression of the brake pedal and the operation of the ignition key to a position other than the lock operation position. Are individually transmitted to the first and second actuating links 50 and 56, respectively. <Operation> In the above configuration, when the shift lever 10 is in the shift position other than the parking range, the lock member 42
Is rotatably held in the standby position described above. Therefore, when shifting the shift lever 10 to the parking range,
A part of the shift lever 10 is received by the lock member 42. At the same time, the elastic force of the select spring 17 acting on the shift lever 10 causes the lock member 42 to rotate together with the shift lever 10 to a lock position for blocking the shift operation, and The state is held by the locking of. That is, when the shift lever 10 is shifted to the parking range, the shift lever 10 is self-locked by the mechanical movement associated with the shift operation. Then, when this self-locking is performed while the engine is operating, the second locking member 53 is not locked to the locking member 42, and the locking member 42 is set to the locked position only by the first locking member 45. Is held. Therefore, when releasing the lock, the brake pedal is depressed to rotate the first operation link 50 through the first bell crank 62 and the first rod 52. As a result, the locking of the first locking member 45 with respect to the lock member 42 is released, the lock of the shift lever 10 is released, and the shift operation can be performed. When the engine is stopped, that is, when the shift lever 10 is self-locked with the ignition key in the lock operation position, the second locking member 53 also locks the locking member 42.
It is held in the state of being locked to. Therefore, in this state, even if the brake pedal is depressed to release the lock of the first locking member 45 with respect to the lock member 42, the lock member 42 is held in the locked position by the locking of the second locking member 53, and the shift The lever 10 also remains held in the locked state. In order to release the locking of the second locking member 53 with respect to the lock member 42, the ignition key is operated to a position other than the lock operation position, and the second operation is performed through the second bell crank 63 and the second rod 58. The link 56 may be rotated. <Example> Next, an example of the present invention will be described with reference to the drawings. First, in FIG. 1 showing a partial section of a retractable shift lever device for an automatic transmission, and FIG. 2 showing an enlarged section taken along the line II-II of FIG. 1, a shift lever 10 includes a shift knob 11. Upper lever portion 10A and floor side lower lever portion 10B
And is divided into: A cylindrical shaft 12 is fixed to the lower end of the upper lever portion 10A. Also, lower lever 10B
The support portion 13 is fixed to the upper end thereof, and the cylindrical shaft 14 is fixed to the lower end thereof. On the other hand, a bottom plate that can be installed on the floor of the vehicle
A cylindrical shaft 14 of the lower lever portion 10B is rotatably supported on the upper surface of 20 (see FIG. 1) by a bolt 16 supported by a bracket 24 so as to be rotatable about its axis. Further, the cylindrical shaft 12 of the upper lever portion 10A is supported by the support portion 13 of the lower lever portion 10B by a bolt 15 so as to be rotatable around its axis. The axes of the bolts 15 and 16 supporting the cylindrical shafts 12 and 14 of the upper lever portion 10A and the lower lever portion 10B are set in directions orthogonal to each other. That is, the shift lever 10 can be shifted in the direction shown by the arrow in FIG. 1 by using the bolt 16 as a pivot. Further, with respect to the upper lever portion 10A, it is possible to perform a select operation in the direction indicated by the arrow in FIG. 2 with the bolt 15 as a fulcrum of rotation with respect to the lower lever portion 10B. A select spring 17 is attached to the outer circumference of the cylindrical shaft 12 of the upper lever portion 10A. An intermediate portion of the select spring 17 that projects upward is locked to the outer periphery of the upper lever portion 10A, and both ends thereof are locked to a part of the support portion 13 of the lower lever portion 10B. As a result, the elasticity of the select spring 17 is
10A is always rotated about the bolt 15 as a fulcrum in the leftward arrow direction in FIG. As shown in FIG. 1, a base end of a control lever 18 is fixed to the outer circumference of the cylindrical shaft 14 of the lower lever portion 10B. This control lever 18 is a shift lever
When the shift operation of 10 is performed in the direction of the arrow in FIG. 1 as described above, the bolt 16 interlocks with this and rotates about the axis of the bolt 16. This turning operation of the control lever 18 is performed by a control cable (not shown) connected to its free end.
Is converted into a reciprocating motion of the above, and the shift motion is transmitted to the automatic transmission through this cable. On the upper surface of the bottom plate 20, a detent plate 21 that is bent and formed in an open U-shape is fixed. A step-like detent groove 22 extending in the shift operation direction of the shift lever 10 is formed on the upper wall of the detent plate 21, and the upper lever portion 10A constituting the shift lever 10 is inserted and positioned there. ing. It should be noted that FIGS. 1 and 2 and FIG. 3 to be described later both show a state in which the shift lever 10 is shifted to the position of the parking range P. At the location of the parking range P, the detent plate 21 is formed with a foldable guide groove 23 that communicates with the detent groove 22 and extends to the passenger seat side (left side in FIG. 2). The outer side of the detent plate 21 is covered with a box-shaped resin cover 25, as is apparent from FIG. 1 and FIG. 8 showing an external perspective view of the shift lever device. A step-shaped shift groove 26 corresponding to the detent groove 22 of the detent plate 21 is formed on the upper wall of the cover 25. This cover 25
In the same manner, a foldable guide groove 27 is formed at a position corresponding to the foldable guide groove 23 of the detent plate 21 so as to communicate with the shift groove 26. It should be noted that the surface of the cover 25 along the shift groove 26 is labeled with each range corresponding to the shift position of the shift lever 10. A slide cover 28 that slides in conjunction with the shift operation of the shift lever 10 is attached to the inner surface of the upper wall of the cover 25. This slide cover 28 is a shift lever
Covers whatever the 10 is in any shift position
The shift groove 26 of 25 is always covered. However, the slide cover 28 is formed so as to communicate with the folding guide grooves 23 and 27 of the detent plate 21 and the cover 25 when the shift lever 10 is operated to the shift position of the parking range P. Notch groove 2
It has nine. Therefore, when the shift lever 10 is operated to the shift position of the parking range P as shown in the drawing, the upper lever portion 10A is moved along the detent plate 21 and the respective folding guide grooves 23 and 27 of the cover 25 of FIG. It can be tilted to the passenger side as shown by the virtual line. However,
On the inner wall surface of the detent plate 21, its collapsible guide groove 23
A stopper 30 positioned so as to close the is rotatably assembled. With this stopper 30, the upper lever part
10A is held so as not to fall. Therefore, when the upper lever portion 10A is tilted, the operation knob 31 of the stopper 30 is operated from the outside of the cover 25,
The stopper 30 is retracted from the foldable guide groove 23. As a result, the upper lever portion 10A is tilted along the foldable guide grooves 23, 27 as shown by the phantom line in FIG. Next, a lock device for the shift lever 10 will be described. First, as is clear from FIGS. 1 to 3, a base 40 of a locking device is fixed to a side wall of the detent plate 21 at a position corresponding to the parking range P by a plurality of bolts 41. The upper wall surface of the base 40 is located slightly below the upper wall surface of the detent plate 21, and forms a space therebetween. And, as is apparent from FIGS. 2 and 3, mainly in this space, the lock member 42 and the first and second locking members 45, 5 are provided.
3 is rotatably assembled to the base 40 by the respective shafts 44, 46, 54. On the outer periphery of the lock member 42, a recess 43 is formed which can receive a part of the shift lever 10 operated to the shift position of the parking range P. Further, a first spring 48 is attached to the outer periphery of the shaft 44 of the lock member 42, one end of this spring 48 engages with the locking hole 42c of the lock member 42, and the other end has the first locking member. The engagement portion 45c of 45 is engaged. The elasticity of this spring 48 is
To rotate in the counterclockwise direction about its axis 44, and at the same time to rotate the first locking member 45 in its clockwise direction about its axis 46. The lock member 42 under the action of the first spring 48 is held in a state in which the protrusion 42a thereof is positioned at the relief portion 45b of the first locking member 45 as shown in FIG. , 45 is stable in that state. The rotation position of the lock member 42 at this time is the parking range P.
Shift lever 10 that has been shifted to
It is a waiting position that can be received at. A pin 47 is fixed to the first locking member 45 described above. The pin 47 penetrates an arcuate hole 49 formed in the upper wall of the base 40 and projects below the base 40. As is apparent from FIG. 2, a first operation link 50 is rotatably attached to a side wall of the base 40 by a shaft 51. One end 50a of the operation link 50 is positioned so as to be able to contact the pin 47 fixed to the first locking member 45. A first rod 52 is connected to the other end 50b of the first operation link 50. A second spring 55 is attached to the outer periphery of the shaft 54 of the second locking member 53, one end of the spring 55 is engaged with the locking hole 40a of the base 40, and the other end is the first. The second locking member 53 is engaged with the locking hole 53b. The elastic force of the second spring 55 acts so as to rotate the second locking member 53 in the counterclockwise direction around the shaft 54 thereof. On the side wall of the base 40 on which the second locking member 53 is arranged, a second operation link 56 is provided on the side wall, as is apparent from FIG. 4 showing a cross section taken along line IV-IV of FIG. It is rotatably assembled by 57. One end 56a of the operation link 56 is positioned so as to be able to contact the back surface of the second locking member 53. Further, the other end 56 of the second operation link 56
The second rod 58 is connected to b. Both ends of the cross shaft 60 are supported by brackets 61 on the upper surface of the bottom plate 20, as shown in FIGS. 1 and 2. This cross shaft
The 60 is provided with first and second bell cranks 62, 63 which are individually rotatable on their axes. Then, one lever portion 62a of the first bell crank 62 has a first rod 52 connected to the first operation link 50.
Is connected to the other lever portion 62b, and a cable 64 that is interlocked with the depression of a brake pedal 66 described later is connected to the other lever portion 62b. Also, one lever portion 63 of the second bell crank 63
A second rod 58 connected to the second operation link 56 is connected to b, and a cable 65 that is interlocked with the operation of an ignition key 67 described later is connected to the other lever portion 63a. In FIG. 9 showing the operation principle diagram of each of the cables 64 and 65 and the members related thereto in the expanded state for convenience of drawing, the cable 64 for applying the operation to the first operation link 50 is the brake pedal 66. The cable 65 that gives the operation to the second operation link 56 is arranged to receive the tension by operating the ignition key 67 in the lock operation position. . In the lock device for a shift lever for an automatic transmission configured as described above, the shift lever 10 is now in a shift position other than the parking range P, and the engine is in an operating state (a state in which the ignition key 67 has been operated to the ON operation position). ). At this time, the lock member 42 is held at the standby position shown in FIG. 3, for example. Therefore, when the shift lever 10 is shifted to the parking range P, a part of the shift lever 10, that is, a part of the upper lever portion 10A is received in the recess 43 of the lock member 42. At the same time, the upper lever portion 10A is opened in the select direction by the elastic force of the select spring 17 and moved from the position shown in FIGS. 2 and 3 to the position shown in FIGS. As described above, the upper lever portion 10A comes into contact with the stopper 30 shown in FIG. 8 to stop the movement. This movement of the upper lever portion 10A, that is, the shift lever 1
By the operation of 0 in the select direction, the lock member 42 is rotated to the lock position shown in FIG. 6 against the elastic force of the first spring 48. At this time, the lock member 42 has its protrusion 42
a is a protrusion 45 that follows from the relief portion 45b of the first locking member 45.
Get over a, which will hold it in its locked position. In this state, the shift lever 10 is self-locked in the parking range P by the recess 43 of the lock member 42 as shown in FIGS. 5 and 6. In the operating state of the engine, the ignition key 67 shown in FIG. 9 is in the ON operation position, so the second operation link 56 is in the rotating position shown in FIGS. 3 and 4. Therefore, the second locking member 53 is in a state in which it cannot be locked with respect to the lock member 42 by the urging force of the second spring 55 acting on the second locking member 53, as shown in FIG. Therefore, when the shift lever 10 is self-locked in the parking range P as described above,
When the ignition key 67 shown in the figure is pivotally operated from the ON operation position so far to the lock operation position shown in the drawing, the second operation link is caused through the movements of the cable 65, the second bell crank 63 and the second rod 58 which are interlocked with this. 56 rotates from the state shown in FIG. 4 to the state shown in FIG. 7 showing the section taken along line VII-VII of FIG. As a result, the second locking member 53 is pushed by the second operation link 56 and rotates clockwise while resisting the elastic force of the second spring 55, and its tip 53a is locked to the protrusion 42b of the lock member 42. (See FIG. 6). When the lock member 42 is at the standby position shown in FIG. 3, the second locking member 53 cannot rotate in the clockwise direction. Therefore, the ignition key 67 can be rotated from the ON operation position to the lock operation position only after shifting the shift lever 10 to the parking range P. Now, in the locked state of the shift lever 10 shown in FIG. 5 and FIG. 6, in order to release this lock, first, the ignition key 67 is operated from the lock operation position to the start operation position to start the engine. The rotation of the ignition key 67 at this time causes the second operation link 56 described above.
But cable 65, second bell crank 63 and second lock 58
Through the above movement, the rotary operation is performed again from the state shown in FIG. 7 to the state shown in FIG. As a result, the second locking member 53 is rotated counterclockwise by the elastic force of the second spring 55 acting on the second locking member 53, and the tip end 53a thereof is disengaged from the protrusion 42b of the lock member 42. Next, when the brake pedal 66 shown in FIG. 9 is depressed, the first actuating link 50 is moved to the fifth position by the movement of the cable 64, the first bell crank 62 and the first rod 52 which are interlocked with the brake pedal 66.
In the figure, it rotates counterclockwise. As a result, the one end 50a of the first operation link 50 has the pin 47 of the first locking member 45.
Is pushed to the left from the state shown in FIGS. 5 and 6. Accordingly, the first locking member 45 rotates counterclockwise in FIG. 6, and the locking of the first locking member 45 with respect to the protrusion 42a of the lock member 42 is released. In this state,
The lock member 42 is in a state where it can freely rotate around its axis 44. Therefore, if the shift lever 10 is selected from the state shown in FIGS. 5 and 6 to the position shown in FIGS. 2 and 3 against the elastic force of the select spring 17, the lock member 42 is locked.
Rotates again to the standby position shown in FIGS. 2 and 3. Then, the locked state of the shift lever 10 is released, and the shift operation from the parking range P to an arbitrary shift position can be performed. As described above, when the ignition key 67 is in the lock operation position, that is, when the engine is stopped,
First, unless the ignition key 67 is operated to start the engine, even if the brake pedal 66 is incorporated, the shift lever 10 cannot be unlocked. In addition,
When the shift lever 10 is locked while the engine is operating, the lock is released by depressing the brake pedal 66. <Effects of the Invention> The present invention enables a lock member that can receive a shift lever operated to a shift position of a parking range to be rotated to a lock position by elastic force of a select spring acting on the shift lever, And, in this state, at least one of the first and second locking members is configured to be locked to the lock member and held at the lock position, so that if the shift lever is operated to shift to the parking range, This shift lever is self-locking. Moreover, since the standby position of the lock member is mechanically determined, the reproducibility of locking and unlocking the shift lever is good, the reliability is improved, and the standby position of the lock member is detected by switches and sensors. Inconveniences such as failure of parts can be avoided as compared with the configuration described above. Further, the present invention transmits the operation of the brake pedal and the ignition key as an operation input for individually releasing the locking of the first and second locking members with respect to the locking member through the cable, the bell crank and the rod, and Since it performs the brake-on shift function of the shift lever and the interlock function of the ignition key, the lock lever can be unlocked with a small force to unlock the shift lever and the operating force of the brake pedal and the ignition key. Can be prevented from adversely affecting. Further, the mechanism for releasing the lock becomes compact, and the handling for transmitting the operation becomes easy.

BRIEF DESCRIPTION OF THE DRAWINGS The drawings show an embodiment of the present invention, FIG. 1 is a sectional view showing a foldable shift lever device for an automatic transmission equipped with a locking device, and FIG. 2 is FIG. II-II line enlarged sectional view, FIG. 3 is a sectional view taken along the line III-III of FIG. 2, FIG. 4 is a sectional view taken along the line IV-IV of FIG. 2, and FIG. 2 is a cross-sectional view corresponding to FIG. 2, FIG. 6 is a cross-sectional view taken along the line VI-VI of FIG. 5, FIG. 7 is a cross-sectional view taken along the line VII-VII of FIG. 5, and FIG. FIG. 9 is a perspective view showing the actuating mechanism of the lock device in a developed state of parts. 10 ...... Shift lever 17 ...... Select spring 42 ...... Lock member 45 ...... First locking member 50 ...... First operation link 52 ...... First rod 53 ...... Second locking member 56 ...... Second operation Link 58 …… Second rod 60 …… Cross shaft 62 …… First bell crank 63 …… Second bell crank 64,65 …… Cable 66 …… Brake pedal 67 …… Ignition key P …… Parking range

Claims (1)

(57) [Claims] A shift lever capable of performing a shift operation and a select operation in a direction orthogonal to the shift operation direction is applied with a select spring in one of the select operation directions, and a plurality of ranges are provided along the shift operation direction of the shift lever. In a shift lever for an automatic transmission having a configuration in which are sequentially arranged, the shift lever is arranged at a shift position of a parking range of the shift lever and is normally rotated and held at a standby position in which the shift lever that has been shifted to the parking range can receive. And a lock member that is rotatable to a lock position that blocks the operation of the shift lever when the elastic force of the select spring acting on the shift lever is received, and the lock member that is rotated to the lock position. First and second locks that can be locked to a member and hold the lock member in that state Member, a first operation link and a second operation link that are rotatable to positions for releasing the respective locking of the first locking member and the second locking member with respect to the lock member, and interlocked with depression of the brake pedal. To a position other than the position where the brake pedal is stepped on and the ignition key is locked, and the first bell crank that receives a rotating motion through the cable and the second bell crank that receives a rotating motion through the cable that interlocks with the operation of the ignition key. And a first rod for individually transmitting the rotational movement of the first and second bell cranks associated with the operation of the first and second operation links to the first and second operation links. Shift lever locking device.