JP5641855B2 - Shift device - Google Patents

Description

  The present invention relates to a shift device that changes a shift position of a vehicle.

  In the selection device of Patent Document 1 below, a selection lever is attached to a steer column of an automobile so as to be movable upward and downward.

  When the selection lever is moved upward to the first stopper, the traveling range N is selected. Further, the travel range R is selected by moving the selection lever further upward and jumping over the first stopper.

  When the selection lever is moved downward to the first stopper, the traveling range N is selected. Further, the travel range D is selected by moving the selection lever further downward and jumping over the first stopper.

  Here, in this selection device, as described above, the movement direction of the selection lever when selecting the travel range R or the travel range D and the movement direction of the selection lever when selecting the travel range N are the same. For this reason, when the operation of jumping over the first stopper of the selection lever is mistaken, there is a possibility that the unintended travel range R or travel range D is selected.

Japanese Patent No. 4009405

  In view of the above fact, an object of the present invention is to provide a shift device capable of suppressing erroneous operation of a shift member to a predetermined shift position.

The shift device according to claim 1, wherein the shift member is operated from a predetermined position to at least one of a reverse position, a neutral position, and a drive position, and the shift member is returned from the shift position to the predetermined position. And a return means for allowing the shift member to be operated from the predetermined position in the first direction and from a different position in the first direction to a second side that intersects the first direction. And operating means for operating the shift member to the shift position without passing through another shift position by operating the shift member in the second direction.

A shift device according to a second aspect is the shift device according to the first aspect , wherein a moving portion whose position is moved only when the shift member is operated in the second direction, and a movement of the moving portion. And blocking means for blocking the shift member from operating to the shift position by blocking the movement of the moving member.

In the shift device according to claim 1, the shift member is operated in at least the reverse position, a neutral position, and any shift in the drive position from the predetermined position. The return means returns the shift member from the shift position to a predetermined position.

Here, the operating means enables the shift member to be operated from the predetermined position in the first direction, and is a second side that is one side of the cross direction that intersects the first direction from a different position in the first direction. It is possible to operate in the direction of. Then, by operating the shift member in the second direction, the shift member is operated to the shift position without passing through another shift position.

Therefore, when the shift member is operated to a predetermined position or brush shift position, the shift member, while being operated from different positions in the first direction to the second direction, directly shifted from the predetermined position Operated to position. Thereby, the erroneous operation of the shift member to the predetermined shift position can be suppressed.

In the shift device according to the second aspect , when the shift member is operated to the shift position, the blocking means can block the operation of the shift member. For this reason, erroneous operation when the shift member is operated to the shift position can be further suppressed.

Here, the position of the moving unit is moved only when the shift member is operated in the second direction . In addition, the operation means enables the shift member to be operated to at least one of the shift position of the reverse position, the neutral position, and the drive position .

Further, blocking means, by blocking the movement of the moving part, which prevents the operation of the shift position of the shift member.

For this reason, it commonly prevented from blocking means the operation of the shift member to shift position. Thereby, since it is not necessary to provide the member which blocks operation of a shift member for every shift position, the number of parts can be reduced and the cost increase of a shift device can be controlled.

It is the disassembled perspective view seen from the vehicle left diagonal back which shows the shift apparatus which concerns on embodiment of this invention. It is sectional drawing seen from the vehicle rear which shows the principal part of the shift apparatus which concerns on embodiment of this invention. It is the top view seen from the upper part which shows the principal part of the shift apparatus which concerns on embodiment of this invention. (A) And (B) is a figure which shows the shift lock mechanism of the shift apparatus which concerns on embodiment of this invention, (A) is the top view seen from upper direction, (B) is vehicle left It is the side view seen from the direction. (A) And (B) is a figure which shows when the shift lock mechanism of the shift device which concerns on embodiment of this invention is actuated, (A) is a top view seen from upper direction, (B ) Is a side view seen from the left side of the vehicle. (A) And (B) is a figure which shows the modification of the shift lock mechanism of the shift apparatus which concerns on embodiment of this invention, (A) is the top view seen from upper direction, (B) It is the side view seen from the vehicle left side. It is a conceptual diagram which shows the shift position of the shift apparatus which concerns on embodiment of this invention. It is a conceptual diagram which shows the shift position of the shift apparatus which concerns on embodiment of this invention. It is the top view seen from the upper part which shows the return mechanism of the shift device which concerns on embodiment of this invention.

  FIG. 1 shows an exploded perspective view of a shift device 10 for a vehicle (automobile) according to an embodiment of the present invention as seen from the obliquely rear left side of the vehicle. In the drawings, the front side of the vehicle is indicated by an arrow FR, the right side of the vehicle is indicated by an arrow RH, and the upper side is indicated by an arrow UP.

  As shown in FIG. 1, the shift device 10 includes a base 12 as an installation member, and the base 12 is fastened and fixed to the floor of the vehicle with bolts or the like.

  A substantially U-shaped plate-shaped accommodation wall 14 is provided at the center of the base 12. The inside of the housing wall 14 is a housing portion 16, and the housing portion 16 is opened on the vehicle rear side. Between the vehicle left side wall and the vehicle right side wall of the storage wall 14, a substantially round bar-like connection shaft 18 is spanned on the vehicle rear side portion of the storage portion 16, and a disk is connected to one end of the connection shaft 18. A flange 18 </ b> A is provided, and a push nut 20 is fitted to the other end of the connecting shaft 18. A rectangular communication hole 22 is formed through the lower side wall of the accommodating portion 16. The base 12 is provided with an arrangement surface 24 on the vehicle right side of the accommodation wall 14, and the arrangement surface 24 is arranged below the bottom surface of the accommodation portion 16 (see FIG. 2). A columnar support shaft 26 is provided on the rear side of the arrangement surface 24, and the support shaft 26 protrudes upward with respect to the arrangement surface 24.

  As shown in FIG. 2, a lower support plate 28 having a substantially rectangular parallelepiped shape constituting a support member is disposed in the accommodating portion 16. A hemispherical recess 30 is provided on the upper surface of the lower support plate 28, and a through hole 32 having a circular cross section is formed in the lower support plate 28 at the center of the recess 30.

  Above the lower support plate 28, a substantially rectangular parallelepiped upper support plate 34 constituting a support member is provided. The vehicle front side portion of the upper support plate 34 is locked to the vehicle front side portion of the accommodation wall 14. Further, a mounting hole 36 having a circular cross section is formed through the upper support plate 34 along the vehicle width direction (the vehicle left-right direction) at the rear portion of the vehicle, and the connecting shaft 18 is passed through the mounting hole 36. ing. Thereby, the lower support plate 28 and the upper support plate 34 are fixed to the base 12. A hemispherical recess 38 is provided on the lower surface of the upper support plate 34, and the curvature radius of the recess 38 is the same as the curvature radius of the recess 30. A communication hole 42 having a substantially semicircular cross section is formed in the vehicle left side portion of the upper support plate 34, and the recess 38 is opened to the vehicle left side by the communication hole 42. A through hole 40 having a circular cross section is formed through the upper support plate 34 at the center of the recess 38.

  A shift lever 44 having a substantially long round bar shape as a shift member is disposed at the center of the base 12. A spherical support portion 46 is provided at the lower end of the shift lever 44, and the curvature radius of the support portion 46 is slightly smaller than the curvature radius of the recess 30 of the lower support plate 28 and the recess 38 of the upper support plate 34. Has been. The upper portion of the shift lever 44 is passed through the through hole 40 of the upper support plate 34, and the support portion 46 is rotatably supported by the recess 30 and the recess 38. Thereby, the shift lever 44 is rotatable in the vehicle front-rear direction (shift direction) and the vehicle left-right direction (select direction) with the support portion 46 as the center.

  The support portion 46 of the shift lever 44 is integrally provided with a substantially cylindrical select shaft 48 as a moving portion. The axis of the select shaft 48 coincides with the center of the support portion 46, and the select shaft 48 projects to the left side of the vehicle via the communication hole 42 of the upper support plate 34 with respect to the support portion 46. A spherical engaging portion 48A is provided at the tip of the select shaft 48, and the select shaft 48 has a substantially half cross section along the circumferential direction of the select shaft 48 on the vehicle right side of the engaging portion 48A. A circular groove 48B is provided.

  Further, a substantially cylindrical shift shaft 50 as a moving portion is integrally provided on the support portion 46 of the shift lever 44. The axis of the shift shaft 50 is aligned with the center of the support portion 46, and the shift shaft 50 protrudes downward with respect to the support portion 46, and passes through the through hole 32 of the lower support plate 28 and the communication hole 22 of the base 12. It penetrates. In addition, a spherical engagement portion 50 </ b> A is provided in the middle portion in the longitudinal direction of the shift shaft 50.

  When the shift lever 44 is rotated to the right of the vehicle, the select shaft 48 is rotated (moved) upward. Further, when the shift lever 44 is rotated forward of the vehicle, the select shaft 48 is rotated around its own axis, and the shift shaft 50 is rotated rearward of the vehicle. Further, when the shift lever 44 is rotated backward, the select shaft 48 is rotated around its own axis, and the shift shaft 50 is rotated forward of the vehicle.

  As shown in FIG. 1, a guide plate 52 is disposed above the upper support plate 34, and the guide plate 52 is fixed to the base 12. The guide plate 52 is formed with a substantially E-shaped guide groove 54 as an operating means. The vehicle left side portion of the guide groove 54 is a long shift groove 56, and the shift groove 56 is disposed along the vehicle front-rear direction. The vehicle front side portion of the guide groove 54 is a long first select groove 58A. The first select groove 58A is arranged along the vertical direction with respect to the shift groove 56 and is connected to the shift groove 56. . A central portion of the guide groove 54 is a long second select groove 58B. The second select groove 58B is disposed along the vertical direction with respect to the shift groove 56 and is connected to the shift groove 56. The vehicle rear side portion of the guide groove 54 is a long third select groove 58C. The third select groove 58C is disposed along the vertical direction with respect to the shift groove 56 and connected to the shift groove 56. Yes. The upper portion of the shift lever 44 is penetrated through the guide groove 54, and the shift lever 44 can be operated in the vehicle front-rear direction along the shift groove 56, and the first select groove 58A and the second select groove 58B. , And the third select groove 58C along the left and right directions of the vehicle.

  An intermediate portion in the longitudinal direction of the shift groove 56 is set to an “H” position (home position) as a predetermined position. The right side end of the vehicle in the first select groove 58A is set to the “R” shift position (reverse position) as a predetermined shift position, and the right side end of the vehicle in the second select groove 58B is set to the “N” shift position (neutral position). ) Is set. Further, the vehicle right end of the third select groove 58C is set to a “D” shift position (drive position) as a predetermined shift position.

  For this reason, after the shift lever 44 is operated from the “H” position to the front of the vehicle (first direction), the shift lever 44 is operated to the right of the vehicle (second direction) to the “R” shift position (predetermined shift position). Operated. Further, after the shift lever 44 is operated from the “H” position to the rear (third direction) of the vehicle, the shift lever 44 is operated to the right (fourth direction) of the vehicle and operated to the “D” shift position (predetermined shift position). Is done. Further, the shift lever 44 is operated from the “H” position to the right side of the vehicle (fifth direction), and is operated to the “N” shift position. Accordingly, the shift position of the shift lever 44 is changed by operating each shift position along the guide groove 54.

  As shown in FIG. 2, a sensor unit 60 as a detection unit is provided below the base 12, and the sensor unit 60 is fixed to the base 12. When the shift lever 44 is operated to each shift position, the sensor unit 60 can detect that the shift lever 44 is operated to each shift position.

  As shown in FIGS. 1 to 3, the arrangement surface 24 of the base 12 is provided with a return mechanism 70 constituting a return means. The return mechanism 70 includes a long plate-like shift link 72, one end of the shift link 72 is rotatably supported on the support shaft 26 of the base 12, and the shift link 72 is centered on the support shaft 26. The vehicle can be rotated in the longitudinal direction of the vehicle. A long groove 72A is formed through the other end of the shift link 72, and the groove 72A opens to the left side of the vehicle. An engaging portion 50A of the shift shaft 50 of the shift lever 44 is slidably engaged (inserted) in the groove 72A. For this reason, when the shift lever 44 is rotated forward of the vehicle, the engaging portion 50A of the shift shaft 50 presses the peripheral surface of the groove 72A, whereby the shift link 72 is rotated rearward of the vehicle. Is pivoted rearward of the vehicle, the shift link 72 is pivoted forward of the vehicle.

  The return mechanism 70 includes a torsion spring 74 as an urging member, and the torsion spring 74 is provided at one end of the shift link 72. One end of the torsion spring 74 is fixed to the base 12, and the other end of the torsion spring 74 is fixed to the other end of the shift link 72. When the shift lever 44 is disposed at the “H” position, the torsion spring 74 is in a natural state (a state where no urging force is applied). Therefore, when the shift lever 44 is rotated in the vehicle front-rear direction with respect to the “H” position and the other end of the shift link 72 and the torsion spring 74 is rotated in the vehicle front-rear direction, the shift link 72 A biasing force from the torsion spring 74 is applied, and a return force that is rotated to the “H” position is applied to the shift lever 44.

  As shown in FIGS. 1 and 4 (A) and (B), a torsion spring 82 constituting a return means is arranged on the vehicle left side of the base 12, and the torsion spring 82 is provided on the connecting shaft 18. ing. One end and the other end of the torsion spring 82 are engaged with the groove 48B of the select shaft 48 of the shift lever 44. When the shift lever 44 is disposed in the shift groove 56, the torsion spring 82 is in a natural state. Has been. For this reason, when the shift lever 44 is rotated to the right of the vehicle with respect to the shift groove 56 and one end of the select shaft 48 and the torsion spring 82 is rotated upward, the select shaft 48 is moved from the torsion spring 82. The urging force is applied to the shift lever 44 and the return force that is rotated to the shift groove 56 is applied.

  Between the one end and the other end of the torsion spring 82, a substantially rectangular parallelepiped cushion 84 is provided as a buffer member, and the cushion 84 is fixed to the base 12. One end and the other end of the torsion spring 82 are in contact with the cushion 84, and when the one end or the other end of the torsion spring 82 is rotated, the torsion spring 82 is returned to the natural state. In other words, one end and the other end of the torsion spring 82 are brought into contact with the cushion 84, so that the operating sound of the shift lever 44 is reduced.

  A shift lock mechanism 80 is provided on the vehicle left side of the base 12 as blocking means. The shift lock mechanism 80 includes a select link 86 having a substantially triangular plate shape as a connecting member. One end of the select link 86 is rotatably supported by the connecting shaft 18, and the select link 86 is rotatable in the vertical direction around the connecting shaft 18. A connecting hole 86A having a circular cross section is formed through the other end of the select link 86 in the upper portion, and the engaging portion 48A of the select shaft 48 of the shift lever 44 can swing in the connecting hole 86A. Engaged (inserted). Accordingly, when the shift lever 44 is rotated to the right of the vehicle with respect to the shift groove 56, the engaging portion 48A of the select shaft 48 is rotated upward, and the select link 86 is rotated upward. . The other end portion of the select link 86 is provided with a substantially rectangular locking piece 86B as a locking portion in the lower portion.

  The shift lock mechanism 80 includes a so-called suction type solenoid 88 as drive means. The solenoid 88 is disposed along the left-right direction of the vehicle on the lower side of the base 12 and the front side of the select link 86 in the vehicle. 12 is fixed. A columnar plunger 90 as a drive unit is provided on the left side surface of the solenoid 88, and the plunger 90 projects to the left side of the vehicle with respect to the solenoid 88.

  A substantially rectangular parallelepiped stopper 92 serving as a blocking portion is provided at the distal end portion of the plunger 90, and a coil spring (not shown) is provided between the stopper 92 and the solenoid 88. The coil spring can bias the stopper 92 toward the left side of the vehicle.

  Here, when no current is supplied to the solenoid 88, the plunger 90 and the stopper 92 are protruded to the left side of the vehicle by the biasing force of the coil spring (the positions shown in FIGS. 4A and 4B). Hereinafter, this position is referred to as “blocking position”). When the plunger 90 is disposed at the blocking position, the stopper 92 is disposed in front of the locking piece 86B of the select link 86, and the leading end of the locking piece 86B of the select link 86 contacts the stopper 92. (Locked). For this reason, the select shaft 48 is locked to the stopper 92 via the select link 86. As a result, the select link 86 and the select shaft 48 are made unrotatable (unmovable) upward, and the operation of the shift lever 44 to the right of the vehicle is blocked (locked) (FIGS. 4A and 4B). ).

  On the other hand, when a current is supplied to the solenoid 88, the plunger 90 is moved (driven) into the solenoid 88 (to the right of the vehicle) (the positions shown in FIGS. 5A and 5B). This position is called “release position”). When the plunger 90 is moved to the release position, the stopper 92 is moved (driven) to the right side of the select link 86 in conjunction with the movement of the plunger 90. For this reason, when the select link 86 is rotated upward, the tip end portion of the locking piece 86B of the select link 86 is not brought into contact (locked) with the stopper 92. As a result, the select link 86 and the select shaft 48 are pivotable upward (movable), and the operation of the shift lever 44 to the right of the vehicle is permitted (shown in FIGS. 5A and 5B). State).

  A control unit 100 as a control unit is provided below the base 12. A sensor unit 60, a solenoid 88, a transmission (not shown), and a vehicle brake (not shown) are electrically connected to the control unit 100, and the vehicle is braked by operating the brake. Is done.

  When the shift lever 44 is operated from the “H” position to each shift position, the sensor unit 60 detects the shift position of the shift lever 44 and a signal indicating the shift position of the shift lever 44 is sent from the control unit 100. The shift position of the transmission (shift position of the vehicle) is changed by being output to the transmission. Furthermore, the transmission of the vehicle is automatically changed to an appropriate shift position according to the traveling state of the vehicle.

  Further, when the shift lever 44 is operated to the right of the vehicle with respect to the shift groove 56 in a state where the brake is not operated, no current is supplied to the solenoid 88 by the control of the control unit 100, and the plunger 90 of the solenoid 88 is operated. Is moved to the blocking position.

  On the other hand, when the shift lever 18 is operated to the right of the vehicle with respect to the shift groove 56 with the brake operated, current is supplied to the solenoid 88 under the control of the control unit 100, and the solenoid 88 The plunger 90 is moved to the release position.

  The shift lever device 10 is provided with a parking button (not shown) so as to be operable, and the parking button is electrically connected to the control unit 100. By operating the parking button, the shift position of the transmission is changed to the parking position, and the parking brake (not shown) of the vehicle is activated.

  Next, the operation of the present embodiment will be described.

  In the shift lever device 10 having the above configuration, the shift lever 44 is disposed at the “H” position by the urging force of the torsion spring 74 and the torsion spring 83.

  When the shift lever 44 is operated from the “H” position to each shift position in a state where the brake is not operated, no current is supplied to the solenoid 88 by the control of the control unit 100, and the plunger 90 of the solenoid 88 is not operated. Is placed in the blocking position. For this reason, the select link 86 and the select shaft 48 are prevented from rotating upward by the stopper 92, and the operation of the shift lever 44 to the right side of the vehicle (select direction) is prevented. Thereby, the operation to each shift position of the shift lever 44 is blocked.

  On the other hand, when the shift lever 44 is operated from the “H” position toward each shift position with the brake operated, current is supplied to the solenoid 88 under the control of the control unit 100, and the solenoid 88 The plunger 90 is moved to the release position (to the right of the vehicle). For this reason, when the stopper 92 is moved to the vehicle right side of the select link 86, the select link 86 and the select shaft 48 can be rotated upward, and the operation of the shift lever 44 to the right side of the vehicle is permitted. The Thereby, operation to each shift position of the shift lever 44 is permitted.

  When the shift lever 44 is operated from the “H” position to the “R” shift position or the “D” shift position, the shift lever 44 moves from the “H” position along the shift groove 56 of the guide groove 54. The vehicle is rotated to 56 vehicle front ends or vehicle rear ends (rotated in the shift direction). At this time, the shift shaft 50 of the shift lever 44 is rotated backward or forward of the vehicle, and the other ends of the shift link 72 and the torsion spring 74 are rotated backward or forward of the vehicle.

  In this state, the shift lever 44 is rotated to the “R” shift position or the “D” shift position along the first select groove 58A or the third select groove 58C of the guide groove 54 (rotated in the select direction). ), The shift position of the shift lever 44 is changed to the “R” shift position or the “D” shift position, and the select shaft 48 of the shift lever 44 is rotated upward so that one end of the torsion spring 82 and The select link 86 is rotated upward.

  After the shift lever 44 is operated to the “R” shift position or the “D” shift position, the urging force of the torsion spring 82 rotates the select shaft 48 of the shift lever 44 downward, so that the shift lever 44 is moved to the first position. The shift groove 56 is rotated to the vehicle front side end or the vehicle rear side end along the first select groove 58A or the third select groove 58C. Further, the urging force of the torsion spring 74 rotates the shift shaft 50 of the shift lever 44 forward or backward of the vehicle, and the shift lever 44 is returned to the “H” position along the shift groove 56.

  Further, when the shift lever 44 is operated from the “H” position to the “N” shift position, the shift lever 44 shifts from the “H” position to the “N” position along the second select groove 58B of the guide groove 54. The shift position of the shift lever 44 is changed to the “N” shift position. At this time, the select shaft 48 of the shift lever 44 is rotated upward, and one end of the torsion spring 82 and the select link 86 are rotated upward.

  After the shift lever 44 is operated to the “N” shift position, the urging force of the torsion spring 82 rotates the select shaft 48 of the shift lever 44 downward, so that the shift lever 44 moves along the second select groove. Return to the “H” position.

  Here, as described above, when the shift lever 44 is operated from the “H” position to the “R” shift position, the first operation is performed after the shift lever 44 is operated forward along the shift groove 56. The vehicle is operated rightward along the select groove 58A. Further, when the shift lever 44 is operated from the “H” position to the “D” shift position, the shift lever 44 is operated rearward along the shift groove 56 and then along the third select groove 58C. To the right of the vehicle.

  That is, when the shift lever 44 is operated from the “H” position to each shift position of the “R” shift position or the “D” shift position, the shift lever 44 intersects in two directions (shift direction and select direction). And the “H” position is directly operated to the “R” shift position or the “D” shift position without passing through another shift position.

  Thereby, the erroneous operation of the shift lever 44 from the “H” position to the “R” shift position or from the “H” position to the “D” shift position can be suppressed.

  Further, as described above, when the shift lever 44 is operated to the right side of the vehicle in a state where the brake is not operated, no current is supplied to the solenoid 88 under the control of the control unit 100. For this reason, the tip end portion of the locking piece 86B of the select link 86 is brought into contact (locked) with the stopper 92 of the solenoid 88, so that the select link 86 and the select shaft 48 cannot be rotated upward (impossible to move). . Thereby, the operation of the shift lever 44 to the right of the vehicle is blocked (locked). Accordingly, erroneous operation of the shift lever 44 to each shift position can be further suppressed.

  Further, the select shaft 48 is locked to the stopper 92 of the solenoid 88 via the select link 86, so that the select link 86 and the select shaft 48 are not allowed to rotate upward (impossible to move). Operation on the right side of the vehicle is blocked (locked). For this reason, the operation of the shift lever 44 to each shift position can be commonly prevented by the stopper 92. Thereby, for example, it is not necessary to provide a solenoid 88 (stopper 92) for each of the first select groove 58A, the second select groove 58B, and the third select groove 58C, the number of parts can be reduced, and the cost increase of the shift device 10 can be suppressed. it can.

  (Modification)

  FIG. 6A shows a plan view of the shift lock mechanism 80 of the shift device 100 according to the modification of the present invention as viewed from above, and FIG. 6B shows the shift lock mechanism 80. The mechanism 80 is shown in the side view seen from the vehicle left side. In the drawings, the front side of the vehicle is indicated by an arrow FR, the right side of the vehicle is indicated by an arrow RH, and the upper side is indicated by an arrow UP.

  This modification has the same configuration as the present embodiment, but differs in the following points.

  As shown in FIGS. 6A and 6B, in this modification, the shift lock mechanism 80 does not include the select link 86.

  The solenoid 88 is disposed on the left side of the select shaft 48 along the vehicle front-rear direction and is fixed to the base 12. Further, a long groove 92A is formed through the stopper 92 of the solenoid 88, and the groove 92A is opened to the front side of the vehicle. An engaging portion 48A of the select shaft 48 is engaged (inserted) in the groove 92A.

  When the shift lever 44 is operated from the “H” position to each shift position in a state where the brake operation is not performed, no current is supplied to the solenoid 88 under the control of the control unit 100, and the plunger 90 of the solenoid 88 is not operated. Is placed in the blocking position. For this reason, when the engaging portion 48A of the select shaft 48 is locked in the groove 92A of the stopper 92, the select shaft 48 is made unrotatable upward and the shift lever 44 moves to the right side of the vehicle (select direction). Is blocked. Thereby, the operation to each shift position of the shift lever 44 is blocked.

  On the other hand, when the shift lever 44 is operated from the “H” position toward each shift position with the brake operated, current is supplied to the solenoid 88 under the control of the control unit 100, and the solenoid 88 The plunger 90 is moved to the release position (rear of the vehicle). For this reason, the engagement between the engaging portion 48A of the select shaft 48 and the groove 92A of the stopper 92 is released. As a result, the select shaft 48 is pivotable upward, and the operation of the shift lever 44 to the right of the vehicle is permitted. Therefore, operation of the shift lever 44 to each shift position is permitted.

  As described above, also in the present modification, the same operations and effects as the present embodiment are achieved.

  In the present embodiment and the modification, the shift groove 56 of the guide groove 54 is formed in a long shape and arranged along the vehicle front-rear direction, but the shift groove 56 is bent at the “H” position. May be. For example, the shift groove 56 is bent at the “H” position, tilted in the direction toward the left of the vehicle as it goes forward with respect to the “H” position, and as it goes toward the rear of the vehicle with respect to the “H” position. You may incline in the direction which goes to the vehicle left side.

  In the present embodiment and the modification, the first select groove 58A, the second select groove 58B, and the third select groove 58C of the guide groove 54 are arranged in parallel, but the first select groove 58A and the second select groove 58C are arranged in parallel. At least two of the select groove 58B and the third select groove 58C may be arranged non-parallel. For example, the first select groove 58A is disposed so as to be inclined toward the front of the vehicle as it goes to the right of the vehicle, and the third select groove 58C is inclined toward the rear of the vehicle as it is directed to the right of the vehicle. May be arranged.

  Further, in the present embodiment and the modification, “R” shift position, “N” shift position, and “D” shift position are set in the guide groove 54, but the number of shift positions can be arbitrarily set. is there. For example, a “B” shift position (brake position) may be added. In this case, for example, as shown in FIG. 7, the “B” shift position may be set on the side opposite to the “D” position with respect to the shift groove 56.

  In the present embodiment and the modification, the “R” shift position, the “N” shift position, and the “D” shift position are set in the guide groove 54. Alternatively, for example, a button for switching the traveling mode may be provided on a shift knob provided at the upper end of the shift lever, and the shift position for each traveling mode may be set in the guide groove 54. For example, as shown in FIG. 8, when the driving mode is the normal mode (auto shift mode), the “R” shift position, “N” shift position, and “D” shift position of this embodiment are set. When the driving mode is switched to the sport mode (manual shift mode), the vehicle front end of the shift groove 56 is set to the “+” shift position (shift up position) or the “−” shift position (shift down position). Thus, the vehicle rear end of the shift groove 56 can be set to the “−” shift position or the “+” shift position.

  In this case, a display unit is provided on a cover (not shown) disposed above the guide plate 52, and the travel mode and the operated shift position are displayed on the display unit by an indicator. Note that a switch may be provided in the display portion instead of the button.

  For example, when the travel mode is the normal mode, the button or switch for switching the travel mode is turned on while the shift lever 44 is in the “H” position and the transmission is in the D range (drive range). In this case, the driving mode is switched from the normal mode to the sports mode, and the display unit displays the display indicating that it is the sports mode and the operation direction display to the “−” shift position and the “+” shift position. . On the other hand, when the travel mode is the sport mode and the button or switch for switching the travel mode is turned OFF, the travel mode is switched from the sport mode to the normal mode, and the display section disappears, and the transmission Is set to the D range (drive range).

  In the present embodiment and the modification, the solenoid 88 is of a suction type. Alternatively, the solenoid 88 may be a holding type solenoid. In this case, for example, a moving member is provided between the select link 86 (the locking piece 86B) and the stopper 92, and the solenoid 88 is fixed to the stopper 92 or the moving member without providing the plunger 90. ing. Since no current is supplied to the solenoid 88 and the magnet of the solenoid 88 does not generate a magnetic force, the stopper 92 can be moved even if the select link 86 is rotated upward by the operation of the shift lever 44 and the moving member is moved. Located in the blocking position. On the other hand, when a current is supplied to the solenoid 88, the magnet of the solenoid 88 generates a magnetic force, whereby the select link 86 is rotated upward by the operation of the shift lever 44, and the stopper 92 is released together with the moving member. Moved to position.

  Furthermore, in the present embodiment and the modification, the groove 72A of the shift link 72 is formed so as to penetrate in a long shape. Alternatively, the shape of the groove 72A of the shift link 72 may be a cam shape. For example, as shown in FIG. 9, the shift link 72 is provided with a second groove 72B on the vehicle left side of the groove 72A. The groove width of the second groove 72B is larger than that of the groove 72A, and the second groove 72B and the groove 72A are connected by an inclined portion 72C. Thus, when the shift lever 44 is operated to the vehicle right side (select direction) after being operated to the vehicle front end or vehicle rear end (shift direction) of the shift groove 56, the shift shaft 50 is engaged. When the portion 50A slides on the boundary portion between the inclined portion 72C and the groove 72A (for example, when the shift lever 44 reaches the “R” shift position or the “D” shift position), the shift lever 44 feels moderate ( Click feeling).

  Moreover, in this Embodiment and the modification, the shift apparatus 10 is arrange | positioned at the floor of a vehicle. Instead of this, the shift devices 10 and 100 may be arranged at any position of the vehicle, for example, an instrument panel or a steering column.

10 Shift device 44 Shift lever (shift member)
54 Guide groove (operating means)
74 Torsion spring (return means)
80 Shift lock mechanism (blocking means)
82 Torsion spring (return means)
100 shift device

Claims (2)

A shift member operated from a predetermined position to at least one of a reverse position, a neutral position, and a drive position;
Return means for returning the shift member from the shift position to the predetermined position;
The shift member can be operated from the predetermined position in the first direction and can be operated from a different position in the first direction to a second direction which is one side of the crossing direction intersecting the first direction. Operating means for operating the shift member to the shift position without passing through another shift position by operating the shift member in the second direction;
A shift device comprising: A moving part whose position is moved only when the shift member is operated in the second direction;
Blocking means configured to block the movement of the moving part, and blocking the movement of the moving member to block the shift member from operating to the shift position;
Shift device according to claim 1 comprising a.

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