JP3359549B2 - Locking device for shift lever of 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 an automatic transmission for restricting movement of a shift lever from a predetermined position, for example, a parking position (P range), and for restricting rotation of an engine start key at positions other than the P range. And a shift lever locking device.

[0002]

2. Description of the Related Art In an automobile equipped with an automatic transmission, when a shift operation of the transmission is performed, other ranges (R, N, and R) of a shift lever in a parking position (P range) are conditioned on depression of a brake pedal. D) are provided. Further, an ignition device is provided for turning a steering lock state and an unlock state by turning a key for starting the engine. Normally, when the shift lever is operated out of the P range, the rotation of the key is mechanically restricted.

For example, when the shift lever is operated from the P range to other than the P range, or when the shift lever is operated from the other than the P range to the P range, the detent pin is engaged with the lock member by a push button provided on the shift lever. To make the shift lever operable. Then, the lock member operates in a state where the engagement of the detent pin can be released in conjunction with the depression of the brake pedal. Further, when the shift lever is in the P range, the lock member acts in a state in which the rotation of the key (the rotation of the key cylinder) is allowed in the state of the lock member in which the detent pin is engaged.

In order to regulate the operation of the shift lever from the P range to the P range or to the P range, and to restrict the rotation of the key outside the P range, a lock member with which the detent pin is engaged in the P range is provided with a wire or the like. By connecting the brake pedal and the key cylinder with, for example, wires, the operation of the lock member is restricted via the wire on the brake pedal side, and the rotation of the key cylinder is restricted by the lock member via the wire on the key cylinder side. That is being done.

[0005] However, since two wires are routed to the lock member, the main body of the shift lever device becomes large in order to secure a work space or the like. Further, when assembling the two wires to the lock member, it is necessary to adjust the position of each of the lock members.

Therefore, for example, Japanese Utility Model Publication No. 5-33374 discloses a lock device in which a single wire is connected to a lock member to restrict the operation of the shift lever and the rotation of the key cylinder. Has been proposed. In the lock device disclosed in Japanese Utility Model Publication No. 5-33374, the wire on the key cylinder side is connected to the lock member via a stopper to restrict the rotation of the key cylinder by the lock member, and at the same time, the middle of the wire. The cam member is connected to the brake pedal, and the operation of the shift lever and the rotation of the key cylinder are regulated by the lock member.

[0007]

In the lock device proposed so far, only one wire is connected to the lock member, so that the size of the main body of the shift lever device and the number of work steps are increased. It is possible to suppress. However, since the connection with the lock member is made by a wire, when the detent pin is not engaged with the lock member, that is, when the shift lever is out of the P range, if the wire becomes loose, etc. Position holding becomes insufficient.

In particular, most of the time the vehicle is traveling when the shift lever is out of the P range, the wire vibrates due to the vibration during traveling and the like, and the position of the lock member tends to be insufficient. If the position of the lock member shifts due to insufficient holding of the position of the lock member, there is a possibility that the detent pin cannot be engaged with the lock member when the shift lever is operated to the P range.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a lock device for a shift lever of an automatic transmission that can reliably hold the lock device without increasing the size of the main body of the shift lever device. The purpose is to:

[0010]

[MEANS FOR SOLVING THE PROBLEMS] To achieve the above object
According to the first aspect of the present invention , the shift lever is moved to a predetermined position.
Movement restricting part that restricts movement from a predetermined position when
And a vehicle connected to the movement-controlling member via a rigid body.
Connected to both ignition key devices,
Shift key when the keypad is in the steering lock position.
Trevors are restricted from moving
A regulating lever for operating the movement regulating member and a brake pedal
When the brake pedal is depressed
Release the restriction of the movement restriction member by the restriction lever
Acts on the control lever and activates the ignition key device.
Key moves from steering lock position to unlock position
And a shift lock mechanism that allows
Extends in the vertical direction of the vehicle and has its own weight on the control lever.
Characterized by being composed of a working metal rod
You.

Since the restricting lever and the movement restricting member for restricting the movement of the shift lever are rigidly connected, the state of the restricting lever and the movement restricting member can be reliably maintained even if vibration or the like occurs, and the shift lever can be moved to a predetermined position. even when moving from the position of the state of the control lever and movement restricting member of the position is sure <br/> indeed hold.

Further, the control lever is formed of a metal rod which extends in the vertical direction of the vehicle and acts on the regulating lever by its own weight.
Since the restricting lever and the movement restricting member are connected by the rigid body, the state of the restricting lever and the movement restricting member can be more reliably maintained. Then, the shift lever device is connected to the instrument
It is preferable to dispose it on the panel.

[0013]

FIG. 1 is a front view showing the periphery of an instrument panel of a vehicle equipped with a shift operating device having a shift lever locking device of an automatic transmission according to an embodiment of the present invention, and FIG. FIG. 3 is an exploded perspective view of the speed change operation device, and FIG. 3 shows a cross section of the speed change operation device.

As shown in FIGS. 1 and 2, an instrument panel 1 as a panel extending in the left-right direction in a vehicle compartment is provided with a meter panel 2 on the driver's seat side (right side in the figure). The glove box 3 is provided on the passenger seat side (left side in the figure). A shift lever device 6 whose side is covered with a console panel 5 is provided at a portion of the instrument panel 1 which is located on the side of the handle 4 in the center.

The upper part of the console panel 5 is opened, and the opening is covered with a shift panel 8, and the lever part 7 of the shift lever device 6 penetrates the shift panel 8. The shift lever device 6 is attached to a reinforcement 19 that holds the instrument panel 1 fixedly, and is covered with the console panel 5 and the shift panel 8.

The structure of the shift lever device 6 covered by the console panel 5 and the shift panel 8 will be described with reference to FIGS.

A pedestal 12 is fixed to a support frame 11 of the shift lever device 6, and the lever portion 7 is supported on the pedestal 12 so as to be rotatable around a base end Z in the longitudinal direction of the vehicle. . A shift lever knob 9 is attached to an upper end of the lever portion 7. A notch hole 10 is formed at the lower end of the support frame 11, and the notch hole 10 is rotatably positioned and supported by a support bolt 14 fixed to a support member 13 on the floor surface 30 side. The upper end of the pedestal 12 is fixed to the instrument panel 1 via a guide pin 15 and a fixing screw 16, and the upper part of the support frame 11 is fixed to a reinforcement 19 via a bolt 20. Further, the lower end of the support frame 11 is fixed to the floor surface 30 by bolts 30a.

A plate 17 is provided on the lever 7 side, and an end of a transmission wire 18 connected to a transmission (not shown) is attached to the plate 17. By rotating the lever 7 in the front-rear direction of the vehicle, a transmission (not shown) is operated to a predetermined state via the transmission wire 18.

For example, the parking position (P range), the reverse position (R range), the neutral position (N range), and the running state of the vehicle are automatically determined in order from the forward rotation position of the lever portion 7. A drive position (D range) for selecting a gear is set. The lever 7 is D
It is possible to move in the vehicle width direction in the range, and by rotating the vehicle forward or backward while moving in the vehicle width direction, it is possible to manually change the gear position at the drive position.

The lever portion 7 is provided with a detent pin 21 which is operated downward by pressing a button (not shown) against a spring force. The detent pin 21 is upwardly moved by the spring force when the button is not pressed. It is urged and fits into the groove 22a of the detent plate 22. The groove 22a of the detent plate 22 is formed stepwise according to P, R , N, and D. By fitting the detent pin 21 into the groove 22a of the detent plate 22, for example,
Except between the D range and the N range, the rotation of the lever portion 7 between the respective ranges is restricted. That is, when the lever 7 is operated from the P range to the R range or the D range, a button (not shown) is pressed and the groove 22a of the detent plate 22 is pressed.
The lever 7 is rotated in a state where the fitting of the detent pin 21 to the lever 7 is released.

In order to restrict the movement of the lever 7 from the P range as a predetermined position, a shift lock cam 27 as a movement restricting member which engages with the detent pin 21 of the lever 7 in the P range is rotatable. The shift lock cam 27 is provided on the pedestal 12 side, and engages and disengages the detent pin 21 by rotating. The shift lock cam 27 is a metal rod 29 extending in the vertical direction of the vehicle.
(Rigid body) is connected to the inside of the control box 28.

The control box 28 has an ignition key device (not shown) in which a key can be turned between a steering lock position and a non-lock position.
Are mechanically connected via a key lock wire 43. When the brake pedal is depressed, the shift lock cam 27 is
Is mechanically connected to the detent pin 21 in a disengaged state (restriction released).

When the key is rotated to the steering lock position, the shift lock cam 27 is rotated so that the detent pin 21 is engaged, thereby disabling the operation of the push button and turning the lever 7. Regulate movement.

When the shift lock cam 27 is disengaged from the detent pin 21, that is, when the lever portion 7 is in a rotatable state, the key is turned to the steering lock position. regulate. Further, when the brake pedal is depressed, the detent pin 21
The rotation of the shift lock cam 27 from the state in which is engaged to the state in which it is released is allowed.

FIG. 3, the structure of the control box 28 on the basis of FIG. 4, i.e., illustrating the locking device of a shift lever for an automatic transmission. FIG. 4 shows a cross section of the control box.

A cam member 41 as a regulating lever is rotatably supported in a case 38 of the control box 28, and the cam member 41 has a central portion 42 serving as a center of rotation. An outer cable 51 of a key lock wire 43 connected to an ignition key device is fixed to a case 38 of the control box 28 by a stopper 52, and a distal end portion of the key lock wire 43 extends into the case 38. The tip of the key lock wire 43 is a cam member 41.
To one end 41a. And the cam member 41
The other end 41b supports an end of a rod 29 connected to the shift lock cam 27 (see FIG. 3).

An outer cable 45 of a shift lock wire 44 (shift lock device), one end of which is connected to a brake pedal (not shown), is fixed to a case 38 of the control box 28 by a stopper 39.
The distal end (the other end) of 4 extends into the case 38. A nipple end 40 is provided at the tip of the shift lock wire 44.
Is attached, and the nipple end 40 is fitted inside the lock cap 46. Shift lock wire 44
Moves to the left in the figure, the nipple end 40 engages with the lock cap 46, the lock cap 46 moves to the left in the figure, and when the shift lock wire 44 moves to the right in the figure, the nipple end 40 locks the lock cap. The lock cap 46 does not move while moving in the inside 46.

The lock cap 46 is urged toward the cam member 41 by a spring 47, and the lock cap 46 is urged toward the cam member 41 by the urging force of the spring 47 when the brake pedal is depressed and released (shift lock). The other end of the device is linked). The lock cap 46 is a spring 47
Abuts against the contact portion 48 of the cam member 41 by surface contact, and the contact portion 48 of the cam member 41
The rotation of the cam member 41 is regulated by the abutment of 6.
That is, the nipple end 40 and the lock cap 46 constitute a regulating piece member. Lock cap 46
The center position 46a of contact with the cam member 41 is shifted toward the one end 41a side (the side to which the key lock wire 43 is connected) with respect to the center portion 42. Incidentally, the contact center position 46a may coincide with the center portion 42.

When the key is turned to the steering lock position, the cam member 41 is in the position indicated by the solid line in FIG.
3, the shift lock cam 27 (see FIG. 3) is rotated in the direction of arrow A in FIG. 3 via the rod 29, the detent pin 21 (see FIG. 3) is engaged, and the lever 7 (FIG. 3) is engaged.
(Refer to FIG. 2) (restrict the operation of the push button).
When the brake pedal is depressed, the key of the ignition key device is allowed to move from the steering lock position to the unlock position. Further, the cam member 41
Is when the shift lock cam 27 (see FIG. 3) is rotated to a position where the engagement of the detent pin 21 (see FIG. 3) is released (counterclockwise in FIG. 3, 4), that is, when the lever portion 7 is in a state where the rotation operation is possible, the position indicated by the two-dot chain line in FIG.
The key lock wire 43 on the right side (arrow C
Direction) to restrict the rotation of the key from the unlocked position to the steering locked position.

When the key of the ignition key device is in the unlocked position and the brake pedal is depressed, the shift lock wire 44 moves to the left (in the direction of arrow D) in the figure and the nipple end 40 is locked. The lock cap 46 engages with the cap 46 and moves to the left (in the direction of arrow E) in the figure against the urging force of the spring 47. As a result, the contact portion 48 of the cam member 41 moves from the lock cap 4
6 comes off, and the cam member 41 can rotate around the center portion 42 in the counterclockwise direction (the direction of arrow C) in the figure. That is,
Shift lock cam 27 via rod 29 (see FIG. 3)
Is allowed to be disengaged from the detent pin 21 (see FIG. 3), and the rotation of the lever 7 (see FIG. 3) is allowed (the operation of the push button is allowed).

On the other hand, the key of the ignition key device is
When the brake pedal is released when the brake pedal is in the lock position, the shift lock wire 44 returns to its original state, and the lock cap 46 moves to the right side in the figure by the urging force of the spring 47. As a result, the lock cap 46 comes into contact with the contact portion 48 of the cam member 41, and the rotation of the cam member 41 is restricted. That is, the rotation of the shift lock cam 27 (see FIG. 3) is restricted, the engagement of the detent pin 21 (see FIG. 3) is maintained, and the rotation of the lever portion 7 (see FIG. 3) is disabled (the push button is turned off). Operation becomes impossible).

Since the cam member 41 and the shift lock cam 27 (see FIG. 3) are connected to each other by a metal rod 29 extending in the vertical direction of the vehicle, the lever portion 7 (FIG. 3) has a simple structure. (See FIG. 3) from the P range to another position, the rotational position of the shift lock cam 27 (see FIG. 3) is securely held.

That is, in the connection by wires or the like, if the vehicle moves up and down to generate vibrations and the like, the holding of the rotational position of the shift lock cam 27 (see FIG. 3) may become unstable due to loosening and the like. There is no danger at all by connecting with the metal rod 29. Further, since the rod 29 extends in the vertical direction of the vehicle, the rotation of the shift lock cam 27 (see FIG. 3) can be more reliably held by the weight of the rod 29.

The lock device for the shift lever for an automatic transmission described above, as shown in FIGS.
The shift lock cam 27 and the shift lock cam 27 are connected to each other by a metal rod 29 extending in the vertical direction of the vehicle. The rotation position of the shift lock cam 27 is reliably held when the lever portion 7 is moved from the P range to another position without holding the rotation position unstable. Further, the holding of the rotating position of the cam member 41 is further ensured by the weight of the rod 29. As a result, the rotation position of the shift lock cam 27 can be reliably held without increasing the size of the main body of the shift lever device 6.

[0035]

In this onset light according to the present invention, the shift lever is restricted by the movement restricting member the movement of the shift lever when in the predetermined position,
The restricting lever and the movement restricting member are connected via a rigid body, and the restricting lever and the ignition key device are connected, and the shift lever is moved from a predetermined position when the key of the ignition key device is at the steering lock position. The shift lock mechanism is interlocked with the movement restricting member to release the restriction of the movement restricting member when the brake pedal is depressed and to allow the key of the ignition key device to move from the steering lock position to the unlock position. I am trying to do it.

Therefore, the restricting lever and the movement restricting member for restricting the movement of the shift lever are rigidly connected to each other, so that the state of the restricting lever and the movement restricting member can be reliably maintained even if vibration or the like occurs. In addition, even when the shift lever is moved from a predetermined position, the state of the regulating lever and the movement regulating member at that position is securely held, and the locking device can be securely held without increasing the size of the main body of the shift lever device.

Further, since the self-weight regulating lever with extending in the vertical direction of the vehicles are linked metal movement restricting member and the regulating lever rod which acts, in the state of more regulation lever and the movement restricting member Retention is ensured. And
Install the shift lever device on the instrument panel of the vehicle.
It is preferable to provide them.

[Brief description of the drawings]

FIG. 1 is a front view showing the periphery of an instrument panel of a vehicle provided with a shift operation device having a shift lever lock device of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is an exploded perspective view of the speed change operation device.

FIG. 3 is a cross-sectional view of the speed change operation device.

FIG. 4 is a sectional view of a control box.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Instrument panel 5 Console panel 6 Shift lever device 8 Shift panel 9 Shift lever knob 11 Support frame 12 Pedestal 18 Shift wire 19 Reinforce 21 Detent pin 22 Detent plate 27 Shift lock cam 28 Control box 29 Rod 38 Case 40 Nipple end 41 Cam member 42 Central part 43 Wire for key lock 44 Wire for shift lock 46 Lock cap 48 Contact part

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-1-186432 (JP, A) JP-A-1-93161 (JP, U) JP 5-33374 (JP, Y2) (58) Field (Int.Cl. ⁷ , DB name) B60K 20/00-20/08 F16H 59/00-59/12 G05G 1/00-25/04

Claims (1)

(57) [Claims] 1. A lock device for a shift lever of an automatic transmission mounted on a vehicle, comprising: a movement restricting member that restricts movement from the predetermined position when the shift lever is at a predetermined position; The movement restricting member is connected to the ignition key device of the vehicle via a rigid body, and is configured to restrict the shift lever from moving from the predetermined position when the ignition key device is in the steering lock position. a regulating lever for actuating the, is connected to a brake pedal, to operate the control lever to release the restriction of the movement restricting member by the restricting lever when the brake pedal is depressed
And a shift lock mechanism key Rutotomoni the ignition key device is allowed to move to the unlocked position from stearic <br/> Ngurokku position, the rigid, the regulatory Les with extending in the vertical direction of the vehicle
A lock device for a shift lever of an automatic transmission , comprising a metal rod whose weight acts on a bar .