JP2932825B2 - Shift lever device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift lever device of an automatic transmission for setting a speed and a shift position of an automatic transmission (hereinafter, referred to as AT).

In a general vehicle control system, a speed setting lever for setting a speed is required in order to mount a function of causing a vehicle to travel at a constant speed. Of course, the shift lever also needs to be provided between the driver's seat and the passenger seat in order to mechanically transmit the shift lever position to the automatic transmission. However, since the degree of freedom of the layout of the speed setting lever and the shift lever is limited, there is naturally a limit in improving the livability in the passenger compartment.

The present invention has been made in view of the above points, and has as its object the purpose of reducing the number of levers by integrating a speed setting lever and a shift lever, and converting the shift lever position into an electric signal to obtain an automatic transmission. To increase the degree of freedom of the layout of the shift lever. For example, a shift lever device for an automatic transmission that can improve the livability by effectively utilizing the livable space by being provided on the door side. To provide.

[0004]

According to a first aspect of the present invention, there is provided a shift lever device for an automatic transmission, wherein a shift lever base slidably mounted on a slide rail and a set speed can be set. A first shift passage provided in parallel with the axial direction of the slide rail, and a second shift passage provided in parallel with the first shift passage and having a plurality of shift positions. An outer case provided with a shift passage, a shift passage including a third shift passage communicating the first shift passage and the second shift passage, and an axial direction of the slide rail. A shift lever rotatably mounted on the shift lever base in a direction perpendicular to the shift lever, the shift lever having an upper portion protruding upward through the shift passage, and the shift lever having the set speed. Set speed area detecting means for detecting that the shift lever is located in the shift position; shift position detecting means for detecting that the shift lever is located in the shift position; and a state in which the shift lever is in the set speed area. characterized by comprising a set speed Doken detecting means for detecting an amount of the slide as a set speed - shift lever in.

According to a second aspect of the present invention, there is provided a shift lever device for an automatic transmission.
Are located above the first shift passage and the second shift passage.
U-shaped with the third shift passage
It is characterized by.

A shift lever device for an automatic transmission according to claim 3 is characterized in that a surface of the shift lever that contacts the U-shaped hole has a trapezoidal shape.

[0007] o according to the fourth claims - DOO Matic transmission shift lever - apparatus, the shift lever - is the cross-section of the portion penetrating the shift path is formed in a trapezoidal shape, said second shift path, An alignment portion that matches the base angle of the trapezoid is formed at each shift position. The shift lever device for an automatic transmission according to claim 5 is characterized in that an elastic friction member is attached to a peripheral portion of the shift passage.

[0008]

[Action] In the first claims, the speed setting lever - and shift lever - since the integral structure lever - Ki out to reduce the number of, taking into account the range of motion of the arm driver,
Moreover, the livability is improved. In claim 2,
Has a U-shaped shift passage,
Improving the livability. According to the third aspect of the present invention, the shift lever is biased by a spring to prevent the shift lever from rattling in the left-right direction. According to a fourth aspect of the present invention, the cross section of the portion of the shift lever that contacts the shift passage is trapezoidal, and an alignment portion that matches the trapezoid is provided at each shift position to facilitate locking at the shift position. Like that. According to a fifth aspect of the present invention, the generation of an impact sound at the time of shifting is prevented by attaching an elastic friction member to a peripheral portion of the shift passage which comes into contact with the shift lever.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to the drawings, a shift lever of an automatic transmission according to a first embodiment of the present invention will be described.
The device will be described. FIG. 1 is a system configuration diagram of a pedalless system equipped with a shift lever device of an automatic transmission, and FIG. 2 is a shift lever of the same.
FIG. 3 is a diagram showing a shift pattern, FIG. 4 is a perspective view showing a shape of a contact surface of a shift lever with a U-shaped hole, and FIG. 5 is a view taken along line AA of FIG. 6, FIG. 6 is a cross-sectional view taken along the line BB of FIG. 2, FIG. 7 is a circuit diagram showing signal processing from the shift lever device, FIG. 8 is a waveform diagram showing the output of the limit switch, and FIG. Automatic traveling controller 18
Is a flowchart showing the contents of the control.

In FIG. 1, reference numerals 11a and 11b denote distance measuring cameras, for example, CCD cameras provided on both sides of a front portion of the vehicle. These distance measuring cameras 11a and 1
The video signal in front of the vehicle captured in 1b is output to the preceding vehicle recognition device 12. The preceding vehicle recognition device 12 recognizes the image of the preceding vehicle captured by the distance measuring cameras 11a and 11b, and calculates the speed Vf of the preceding vehicle and the inter-vehicle distance Da between the preceding vehicle and the self-propelled person.

Further, the preceding vehicle recognizing device 12 transmits the above-mentioned video signal to the display device 1 provided on the instrument panel.
3 is output. The display device 13 displays an image in front of the vehicle captured by the distance measurement cameras 11a and 11b.

The speed Vf of the preceding vehicle and the inter-vehicle distance Da between the preceding vehicle and the self-propelled vehicle output from the preceding vehicle recognizing device 12 are output to a traveling command controller 14 for instructing the traveling state of the vehicle. The traveling command controller 14 is composed of a microcomputer and its peripheral circuits.

A detection output of an accelerator lever 15, a detection output of a brake lever 16, and a detection output of an A / T / speed setting lever 17 are input to the traveling command controller 14. This accelerator lever 15 is a steering wheel.
And outputs an acceleration command value Vac proportional to the operation amount of the accelerator lever 15. The brake lever 16 is provided on the steering wheel, and outputs a deceleration command value Vbr proportional to the operation amount of the brake lever 16.

The A / T / speed setting lever 17 is disposed on the driver's seat door side, and is configured so that speed setting and shift control can be performed by an integrated structure. This A / T / speed setting lever is used for A / T shift position "P",
Shift position signal SFT specifying "R", "N", "D"
And outputs the set speed signal Vs.

When there is a preceding vehicle, the traveling command controller 14 requests a deceleration required for controlling the inter-vehicle distance Da between the preceding vehicle and the self-propelled vehicle to a predetermined value based on the vehicle speed and the like (referred to as inter-vehicle distance control). Signal, acceleration request signal, each lever-15-1
In response to 7, a traveling command signal (acceleration, deceleration, set speed, shift signal, etc.) is output to the automatic traveling controller 18 via the controller line c.

The automatic traveling controller 18 has a throttle opening sensor 19 for detecting a throttle opening θ and a brake pressure sensor 2 for detecting a brake pressure of a wheel cylinder.
0, detection outputs of a speed sensor 21 for detecting the speed V of the self-propelled vehicle and an acceleration sensor 22 for detecting an acceleration G in the front-rear direction are input.

Further, the automatic traveling controller 18 has a throttle actuator 23 for changing the opening of a throttle valve (not shown) to control the engine output, and a brake actuator for operating the brake. 2
4. An A / T actuator 25 for switching the AT (automatic transmission) gear stage is connected. It should be noted that the brake actuator 24 is an actuator necessary for automatically applying the brake in addition to the brake pedal.

Next, an external perspective view of the A / T / speed setting lever 17 will be described with reference to FIG. In FIG. 2, reference numeral 31 denotes a shift lever. This shift lever 31
A shift knob 32 is attached to the head of the camera.

Reference numeral 33 denotes an A / T / speed setting lever 17
Out case. A U-shaped hole (shift passage) 34 is formed on the upper surface of the outer case 33 along the shift pattern in which the shift lever 31 is shifted. An elastic friction member 34a using resin and rubber is attached to the periphery of the U-shaped hole 34.

Next, the shift pattern will be described with reference to FIG. In FIG. 3, a U-shaped hole 34 is a long hole (first shift passage) which is shifted when speed setting is performed.
1. A hole (third shift passage) slightly extended from an end portion of the long hole 41 in a direction perpendicular to the long hole 41 (third shift passage). And an elongated hole 44 formed so that the end of the elongated hole 43 overlaps the end of the elongated hole 43 and extends to the same position as the end of the elongated hole 41 (long). Hole 4
A second shift passage is formed by 3, 44. )

The elongated hole 4 in the outer case 33
The angle θ1 sandwiching the hole 2 and the long hole 43, the angle θ1 of the end of the long hole 43, the bottom of the notch 45 formed at the end of the long hole 44 to fix the shift lever 31 at the “P” position. And the angle θ1 with the side are the same. Further, the angle θ between the long hole 41 and the long hole 42 in the outer case 33.
2. Angle θ of convex portion 46 provided at an intermediate position of long hole 43
2 are formed to have the same angle.

The above-mentioned angles θ1 and θ2 are, as shown in FIG. 3, the angle between the bottom and side of the trapezoidal section formed on the contact surface of shift lever 31 with U-shaped hole 34. The angle θ1 is equal to the angle θ1 and the angle θ2 between the upper side and the side of the trapezoidal portion. That is, the shift lever 31
Are formed with cutouts 51 and 52 at the portions in contact with the outer case 33 so that the cross section becomes trapezoidal.

Next, a sectional view taken along the line AA of the A / T / speed setting lever 17 and a sectional view taken along the line BB of the A / T / speed setting lever 17 will be described with reference to FIGS. . As shown in FIG. 5, AA of the A / T / speed setting lever 17
The cross section is formed in a substantially U-shape. Further, flange portions 61 and 62 are provided at the open ends. The outer case 33 is attached to the door side of the driver's seat in the flange portions 61 and 62.

The bottom surface of the outer case 33 is formed in two steps. Hereinafter, these are referred to as an upper bottom surface 63 and a lower bottom surface 64, respectively. A slide rail 65 is attached to the upper bottom surface 63 in a direction orthogonal to the paper surface. A lever base 66 is slidably attached to the slide rail 65. A U-shaped slider 67 is attached to the bottom of the lever base 66 in a downward direction.
The slider 67 is provided with a roller (not shown) for facilitating sliding with the slide rail 65.

The lever base 66 has a shift lever 31
Are rotatably mounted in a direction orthogonal to the sliding direction. A torsion spring 68 urges the shift lever 31 in a counterclockwise direction on the paper.

A plate 70 having a tapered surface 69 at one end is attached to an intermediate portion of the shift lever 31. The taper surface 69 is formed such that when the shift lever 31 is tilted to the position indicated by the solid line in FIG. 5, the surface is horizontal. The side surface of the leg 661 on the driver's seat side of the lever base 66 has a rectangular shape, and the side shape of the leg portion 662 on the door side has an inverted trapezoidal shape.

A normally closed first limit switch 71 (set speed region detecting means) for detecting the "D" range is attached to the inner wall surface of the outer case 33 on the driver's seat side. On the upper surface of the first limit switch 71, a contact 71a is rotatably mounted. The position of the solid line in FIG. 5 indicates that the contact 71 a is the tapered surface 69 of the plate 70.
And the first limit switch 71 is opened.

The normally open second to fourth limit switches (shift position) are provided on the inner wall surface of the side surface 72 between the upper bottom surface 63 and the lower bottom surface 64 of the outer case 33 described above.
(Detection means) 73 to 75 are continuously provided along the axial direction of the slide rail 65. Contacts 73a to 75a are rotatably mounted on the upper surfaces of the second to fourth limit switches 73 to 75, respectively. These contacts 73a-
Reference numeral 75 a is provided so as to protrude from the bottom surface 63 on the upper side of the outer case 33. These contacts 73a to 75a
The distance between the contacts adjacent to each other is the same as the leg 6 described above.
Is set slightly length Kunar so than the 6 2 length L.

Further, one end of a stroke sensor 76 constituted by, for example, a slide potentiometer for detecting a stroke amount of the shift lever 31 is fixed to an end of the lever base 66 on the door side. ing. Further, the other end of the stroke sensor (set speed detecting means) 76 is taken out from the bottom surface 63 on the upper side of the outer case 33 and fixed to the flange 77.

Next, a circuit for taking the electric signals from the first to fourth limit switches 71 and 73 to 75 into the travel command controller 14 will be described with reference to FIG.
One end of the fourth limit switch 7 5 is grounded and the other end A / T select controller - connected to the P terminal of La 14 - running command control via line x La 81. The third and second end limit switch 74,7 3 is grounded, the other ends to the first limit switch 71, A / T select control - via line y, z La 81 travel It is connected to the R and N terminals of the command controller 14, respectively.

Next, the operation of the embodiment of the present invention configured as described above will be described. First, with reference to FIGS. 2 to 8, it will be described whether the set speed signal and the shift signal can be obtained from the A / T / speed setting lever 17. FIG.

First, the case of setting the speed will be described. In this case, the shift lever 31 is slid in the long hole 41 by operating the A / T / speed setting lever 17. Here, the foremost position of the long hole 41 is "N" (neutral position), and the shift lever is located at this position.
When 31 is shifted, as shown in FIG. 8, the second limit switch 73 is closed, and the first limit switch 71 is closed.

When the shift lever 31 is shifted backward from the "N" position which is the foremost position,
The first limit switch 7 by the taper surface 69 of
1 is activated and the switch is opened. The first limit switch 71 is always opened when the A / T / speed setting lever 17 is shifted within the speed setting area. Therefore, the A / T select controller 8
The lines x and y of 1 become logic "0". In addition, since the second limit switch 73 is off, the logic of the line z becomes “0”. Therefore, the logic of the NAND circuit 82 is established, and the output logic becomes “1”. This signal is output to the D terminal of the travel command controller 14, so that A /
It is detected that the T / speed setting lever 17 has been shifted to the "D" range (speed setting range).

When the A / T / speed setting lever 17 is shifted within the speed setting area, a stroke signal corresponding to the position is output from the stroke sensor 76 to the travel command controller 14. That is, when the logic "1" signal is input to the D terminal, this stroke signal has the meaning as the speed setting signal Vs described above. Next, a case where the A / T / speed setting lever 17 is operated to sequentially shift to "N", "R", and "P" will be described.

First, to set the A / T / speed setting lever 17 to the "N" position, the A / T / speed setting lever 17 is shifted to the "N" position. A / T / speed setting lever-1
Until the position immediately before shifting 7 to the "N" position, the first limit switch 71 is operated by the taper surface 69 of the plate 70.
Is activated, but when the A / T / speed setting lever 17 is shifted to the "N" position, the first limit switch 7
1 is deactivated. On the other hand, A / T / speed setting lever-17
Is shifted to the "N" position, the second limit switch 73 is operated by the leg 662 of the lever base 66 as shown in FIG. Therefore, the travel command controller 1
The logic "1" signal is output only to the N terminal of No. 4.

When the A / T / speed setting lever 17 is shifted to the "R" position and the "P" position, the third limit switch 74 and the fourth limit switch 75 have a slight overlap period. While turning on. As a result, a logical "1" signal is sequentially output to the "R" terminal and the "P" terminal of the sequential traveling command controller 14. As described above, A
By providing the / T / speed setting lever 17 on the driver's seat door side, the living space between the driver's seat and the passenger seat can be effectively used.

Furthermore, by making the shift pattern of the A / T / speed setting lever 17 U-shaped, the range of motion of the driver's arm can be reduced, thereby improving operability. .

While the A / T / speed setting lever 17 is shifted from the "N" position to the "R" position, the shift lever 31 is shifted to the long holes 41 and 42.
1,42 and abutting portion by the cross-section providing the notch 51 and 52 so that the trapezoidal shape can be shifted in or smooth. A / T / speed setting lever
Since the convex portion 46 is provided before the 17 is shifted to the “R” position, the “R” position can be responsively recognized by the shift lever 31 contacting the convex portion 46. Even if the convex portion 46 is provided, the shift lever 31 is provided with the notch portions 51 and 52, so that the A / T / speed setting lever-1 is used.
7 can be shifted smoothly. In addition, "R" rank
The bottom angle θ1 of the trapezoidal portion of the shift lever
Since it is aligned with case 33, it is inadvertently moved to the "P" position.
Is prevented from being lifted.

When the A / T / speed setting lever 17 is shifted to the "P" position, the shift lever 31
The base angle θ1 of the trapezoid matches the outer case 33, and the A / T
・ The speed setting lever 17 has a torsion spring 6 in the notch 45 direction.
8, it can be locked at the "P" position.

During shifting of the A / T / speed setting lever 17, the shift lever 31 is always biased in one direction of the U-shaped hole 34, so that the A / T /
The rattling of the speed setting lever 17 in the left-right direction can be prevented.

Also, since the elastic friction member 34a is attached to the periphery of the U-shaped hole which comes into contact with the shift lever,
When the A / T / speed setting lever 17 is in the "D" range, sliding of the shift lever 31 due to sudden braking or the like can be prevented by friction of the elastic friction member 34a.

Further, when the A / T / speed setting lever 17 is shifted from the long hole 43 to the long hole 41, the biasing force of the torsion spring 68 causes the side surface of the shift lever 31 to abut the side surface of the long hole 41. The occasional shock can be absorbed by the elastic friction member 34a. Next, the corresponding processing of the system when the A / T / speed setting lever 17 is operated will be described with reference to FIGS.

First, the travel command controller 14 is connected to the terminal D
Is determined to be "1" (step S1),
If "1", it is determined whether the logic of the terminal R is "0" (step S2). If it is determined in step S2 that the logic of the terminal R is "0", it is determined that the A / T / speed setting lever 17 has been shifted to the "D" range. The detection output of the stroke sensor 76 is read as the set speed signal Vs.

The set speed signal Vs is output to the automatic traveling controller 18, and the automatic traveling controller 18 performs a start process (step S3). That is, a starting process is performed to accelerate to a set speed at a set acceleration of 0.15 g, for example.

On the other hand, if "NO" is determined in the step S1, the traveling command controller 14 determines whether or not the terminal R is at the logic "1" (step S4). A / T
If the speed setting lever 17 has been shifted to the "R" position, a logical "1" has been input to the R terminal.
ES ”. For this reason, the traveling command controller 14 outputs an R signal to the automatic traveling controller 18 as the shift signal SFT. The automatic traveling controller 18 sets 5 km / h as the set speed Vset and θo as the throttle opening θt (step S5), increases the set speed Vset by ΔV (step S6), and sets the throttle opening θ.
t is increased by Δθ (step S7).

Then, the actual vehicle speed V detected by the vehicle speed sensor 21 is compared with the set vehicle speed Vset set in step S6 (step S8). If it is determined in step S8 that "V <Vset", it is determined whether "1" has been input to the R terminal of the traveling command controller 14 (step S9). If the determination in step S9 is "YES", the process returns to step S7 to increase the throttle opening θt by Δθ. If “V <Vset”, the processing for further increasing the throttle opening θt by Δθ is performed.

Then, the vehicle speed V increases by increasing the throttle opening θt, and when “V = Vset”, the process returns to steps S6 and S7 to return to the set vehicle speed Vset.
Is increased by ΔV and the throttle opening θt is increased by Δθ.

Hereinafter, the comparison determination in step S8 is performed in the same manner. “V> Vset” in the determination of step S8
If it is determined that the throttle opening θt is reduced by Δθ, the determination in step S8 is performed.

By the way, in the determination of step S9, " N
O 2 , that is, when it is detected that the A / T / speed setting lever 17 has been shifted from the R position to another position, “0” is set to the set vehicle speed V (step S11), and then step S1 is performed. Return to the processing of.

That is, when the A / T / speed setting lever 17 is shifted to the "R" position, the throttle opening .theta.
While increasing or decreasing t by Δθ, the vehicle speed is increased from Vset by ΔV.

Next, a modified example of the present invention will be described with reference to FIGS. 10 to 12, the same parts as those in the first embodiment described above are denoted by the same reference numerals, and detailed description thereof will be omitted. In this modification, the shift pattern of the A / T / speed setting lever 17 is an I type as shown in FIG. 10, and the A / T / speed setting lever-1 is used.
7 is shifted to "N", "R", or "P", and is detected by detection outputs from the second to fourth limit switches 73 to 75, and the second to fourth limit switches 73 to 7 are detected.
If no detection output is detected from any of the steps 5 through 5, the A / T / speed setting lever 17 is shifted to the "D" position, it is determined that the speed setting is being performed, and the output of the stroke sensor 76 is determined. The set vehicle speed Vs is read from the value.

In this way, the set vehicle speed Vs and the shift position are output to the traveling command controller 14. Less than,
The automatic start control is the same as the operation described with reference to the flowchart of FIG.

In the above embodiment, the stroke sensor 7
Although a slide potentiometer was used as 6, another measuring instrument (for example, a laser displacement meter) was used,
By determining the shift position based on the displacement, the limit switches 71 and 73 to 75 may be eliminated.

[0054]

As described above in detail, according to the present invention, the speed setting lever and the shift lever can be integrated into a single structure to achieve multi-function of the shift lever, and at the same time, the position of the shift lever can be converted into an electric signal. The present invention provides a shift lever device of an automatic transmission that can increase the degree of freedom of the layout of the shift lever by providing the shift lever to the AT, for example, by providing the shift lever at the door side so that the living space can be effectively used. it can.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a pedalless system in which a shift lever device of an automatic transmission according to an embodiment of the present invention is mounted.

FIG. 2 is an external perspective view of a shift lever device according to the embodiment.

FIG. 3 is a view showing a shift pattern according to the embodiment.

FIG. 4 is a perspective view showing a shape of a contact surface of a shift lever with a U-shaped hole according to the embodiment.

FIG. 5 is a sectional view taken along line AA of FIG. 2;

FIG. 6 is a sectional view taken along the line BB of FIG. 2;

FIG. 7 is a circuit diagram showing signal processing from a shift lever device according to the embodiment.

FIG. 8 is a waveform chart showing an output of a limit switch according to the embodiment.

FIG. 9 is a flowchart showing the control contents of the automatic traveling controller 18 according to the embodiment.

FIG. 10 is a view showing a shift pattern according to a modification of the present invention.

FIG. 11 is an essential part cross-sectional view of an A / T / speed setting lever according to the modification.

FIG. 12 is a sectional view of a main part of an A / T / speed setting lever according to the modification.

[Explanation of symbols]

14: Travel command controller, 17: A / T / speed setting lever, 33: Outer case, 33: Outer case, 6
5 slide rail, 66 lever base, 71 first limit switch, 73 second limit switch, 7
4 ... third limit switch, 75 ... fifth limit switch, 76 ... stroke sensor.

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Morihiro Takada 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (56) References JP-A-2-3733 (JP, A) JP-A-61-157588 (JP, A) JP-A-4-69446 (JP, A) JP-A-3-199758 (JP, A) JP-A-3-89065 (JP, A) JP-A-62-78527 (JP JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60K 20/00-20/08 F16H 59/00-59/12

Claims (5)

(57) [Claims] 1. A shift lever base slidably mounted on a slide rail, and a set speed region capable of setting a set speed, the shift lever base being provided in parallel with an axial direction of the slide rail. A first shift passage, a second shift passage provided in parallel with the first shift passage and having a plurality of shift positions, and a second shift passage communicating the first shift passage and the second shift passage. An outer case provided with a shift passage composed of a third shift passage, and an outer case rotatably mounted on the shift lever base in a direction perpendicular to an axial direction of the slide rail, and an upper portion of the shift lever. A shift lever provided so as to protrude upward through a passage; set speed region detecting means for detecting that the shift lever is positioned in the set speed region; and Shift position detecting means for detecting that it is located in location, the shift lever - is a shift lever in a state in the set speed range - setting <br/> speed Doken detecting means for detecting a sliding amount as a set speed And a shift lever device for an automatic transmission. 2. The first shift passage, the second shift passage, and the third shift passage, wherein the shift passage has a U-shape.
A shift lever device for an automatic transmission according to the above item. 3. The shift lever according to claim 1, wherein the shift lever is biased by a spring in one direction orthogonal to the axial direction of the slide rail. Shift lever device for tomatic transmission. Wherein said shift lever - is the cross-section of the portion penetrating the shift path is formed in a trapezoidal shape, said second shift path, the matching unit for matching the base angle of the trapezoid to each shift position formed 2. A shift lever device for an automatic transmission according to claim 1, wherein the shift lever device is provided. 5. A shift lever for an automatic transmission according to claim 1, wherein an elastic friction member is attached to a peripheral portion of said shift passage.
apparatus.