JP6667330B2 - Shift lever unit and method of assembling shift lever unit - Google Patents

Description

  The present invention relates to a shift lever unit including a shift lever operated by a driver to control an automatic transmission of a vehicle.

  2. Description of the Related Art Conventionally, there is known a vehicle including an automatic transmission that changes the rotational output of a prime mover and transmits the rotational output to a wheel. Such a vehicle is equipped with a shift lever unit including a shift lever operated by a driver as a vehicle component for controlling the degree of shifting of the automatic transmission. The shift lever unit is provided with a plurality of shift positions corresponding to shift ranges that can be set in the automatic transmission, such as a parking range (P range) and a drive range (D range). It can be selected (for example, see Patent Document 1 below).

  This shift lever unit includes a shift panel provided with a shift gate which is a groove-shaped through hole through which the shift lever is disposed. At the tip of the shift lever, a relatively large-diameter operation knob (shift knob) that is a handle of the driver is attached. Therefore, in assembling the shift lever unit, after assembling the shift panel on the unit body side, In many cases, a procedure of attaching an operation knob to the tip of the camera is adopted. When incorporating such a shift lever unit into a vehicle, for example, after fixing the shift lever unit including the shift panel to the vehicle side, an interior panel having a large mounting hole corresponding to the shift panel is attached. Can be

  In recent years, vehicles equipped with a shift lever on a center panel or the like, which is a dash panel facing between a driver's seat and a passenger seat, are increasing. Since the center panel is often provided with operation switches for air conditioning, audio, and the like, a technology for arranging the shift lever with high space efficiency is required. Among such vehicles, some vehicles share a shift panel of a shift lever unit with an interior panel on the vehicle side. In such a vehicle, the shift panel of the shift lever unit is omitted, and the occupied area of the shift lever is reduced by arranging the shift lever through an interior panel on the vehicle side such as a center panel.

  In such a vehicle, the shift lever unit without the operation knob is fixed to the vehicle side, then the vehicle-side interior panel provided with the shift gate is attached, and finally, the operation knob is attached to the tip of the shift lever. Is required.

JP 2007-118699 A

  However, the procedure for assembling the shift lever unit on the vehicle has the following problems. That is, when the operation knob of the shift lever unit includes an electric operation button such as an OD button, it is necessary to perform an electrical connection operation between the unit body side and the operation knob when the operation knob is finally mounted. Therefore, there is a possibility that an increase in operation cost may be induced in order to realize a reliable operation to avoid an electrical trouble beforehand.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and a shift lever unit that does not need to perform an electrical connection operation when attaching and detaching an operation knob, and assembling the shift lever unit to a vehicle. It seeks to provide a way.

One aspect of the present invention includes a shift lever configured to include a combination of an operation knob and a lever main body for receiving a driving operation for switching a control mode of an automatic transmission of a vehicle , and operating the shift lever in a predetermined operation direction. by operating a shift lever unit capable of switching the control mode of the automatic transmission by changing the operating position of the shift lever,
An electric operation unit that converts an operation by the driver into an electric signal ,
A grip portion that forms the operation knob integrally with the electric operation portion and serves as a handle of a driver ;
The electric operation unit is attached to an end of the lever body,
The grip portion is in a shift lever unit configured to be attached to an end of the lever main body to which the electric operation portion is attached .

One aspect of the present invention includes a shift lever configured to include a combination of an operation knob and a lever body that receives a driving operation for switching a control mode of an automatic transmission of a vehicle, and changes an operation position of the shift lever. A shift lever unit capable of switching a control mode of the automatic transmission, wherein an end of the lever main body is disposed so as to penetrate into a groove-shaped through hole formed in a panel component for an interior of a vehicle. An assembling method for realizing a state,
The shift lever unit includes an electric operation unit that converts a driver's operation into an electric signal, and the electric operation unit attached to an end of the lever main body serves as a handle of a driver. The shift lever unit according to any one of claims 1 to 3, wherein the operation knob is formed integrally with the shift lever unit.
A work procedure for mounting the shift lever unit in a semi-finished product state before mounting the grip portion, to which the electric operation portion has been mounted, and
A work procedure for combining the panel component the end of the lever body fitted with the electrical operating unit to insert in the through hole and the shift lever unit,
And an operation procedure for forming the operation knob by attaching the grip portion to an end of the lever main body penetrated through the through hole of the panel component .

  In the shift lever unit according to the present invention, the operation knob is formed by combining the grip portion with the electric operation portion on the shift lever side. In this shift lever unit, the electric operating portion can be provided on the shift lever side before the operation knob is formed. There is no need to carry out any necessary connection work.

  In the method of assembling the shift lever unit according to the present invention, the shift lever unit before attaching the grip portion is attached to a vehicle side, and after assembling the panel components, the shift component disposed through the through hole of the panel component. The operating knob is formed by attaching the grip portion to the distal end of the lever.

  With this assembling method, when the operation knob is formed by attaching the grip portion, it is not necessary to perform an electrical connection operation on the electric operation portion. Before attaching the shift lever unit to the vehicle side, it is possible to complete an electrical connection operation for the electrical operation unit. Before the attachment to the vehicle, the electrical connection operation is relatively easy, and the reliable operation can be performed at a relatively low cost.

  As described above, the shift lever unit according to the present invention is a shift lever unit that does not need to perform an electrical connection operation when attaching and detaching the grip portion constituting the operation knob. When assembling this shift lever unit to a vehicle, the work load of the electrical connection work is reduced, and the assembling workability is good.

FIG. 3 is a perspective view showing a shift lever unit. FIG. 4 is a perspective view showing a shift lever unit combined with a center panel. FIG. 3 is an explanatory view showing a structure of a shift lever unit. Explanatory drawing which shows the structure of an operation knob. Explanatory drawing which sees in the axial direction the mounting shaft part before assembling the operation part. FIG. 3 is a top view of the operation unit. FIG. 4 is an explanatory view showing an aspect of a shift lever unit before assembly on a vehicle. Explanatory drawing which shows the rotation position of the operation part around a mounting shaft part. Explanatory drawing of the operation | work which combines a center panel with the shift lever unit attached to the vehicle side. Explanatory drawing of the operation | work which forms an operation knob by assembling a grip part.

A preferred embodiment of the present invention will be described.
The electric operation unit is provided on an outer peripheral side of the shift lever that is disposed to penetrate through a groove-shaped through hole formed in a panel component for an interior of a vehicle, and rotates around the shift lever. Is possible,
When the electric operation unit is rotated to a position orthogonal to the groove direction of the through hole with respect to the shift lever, the width of the shift lever including the operation unit in the groove direction is equal to the width of the through hole. While exceeding the groove width,
When the operating portion is rotated to a position corresponding to the groove direction of the through hole with respect to the shift lever, the width of the shift lever including the operating portion in the groove direction is smaller than the groove width of the through hole. It is preferable that the shift lever can be inserted into the through hole .

  If the electric operation part can rotate around the shift lever, it is convenient when the shift lever is made to pass through the through hole. Since the width of the electric operation unit when it is rotated to its original position may exceed the groove width of the through-hole, the degree of design freedom of the electric operation unit is increased, and the operation is improved. It is possible to design a shape that gives priority to performance. Note that the interior panel component may be a shift panel that is previously assembled to the shift lever unit and that constitutes the interior of the vehicle. Even in the case of a shift panel previously assembled to the shift lever unit, an electric connection operation to the electric operation unit can be performed before assembling the shift panel, which facilitates the operation.

It is preferable that a circumferential position of the electric operation portion is fixed when the grip portion is attached to a tip end side of the shift lever .
When the electric operation unit is configured to be rotatable, a structure for fixing the electric operation unit so that unintended rotation does not occur during a long use period thereafter is required. . As described above, if the rotation of the electric operation unit can be regulated by using the grip unit, the number of components required to configure a structure for fixing the rotation position or the like can be reduced.

Embodiments of the present invention will be specifically described using the following examples.
(Example 1)
This example relates to a shift lever unit 1 for controlling an automatic transmission (not shown) of a vehicle. This content will be described with reference to FIGS.

  The shift lever unit 1 is, as shown in FIG. 1, for a vehicle that can execute a shift operation for selecting any one of a plurality of shift positions by rotating a shift lever 10 pivotally supported. Unit. The shift lever unit 1 has a bracket 3 fixed to the vehicle side, and the shift lever 10 is rotatably supported by the bracket 3.

  The shift lever unit 1 of the present embodiment is a straight type shift lever unit that can operate the shift lever 10 in a shift direction corresponding to the front-rear direction of a vehicle (not shown), as shown in FIGS. The shift lever unit 1 is installed on a center console (not shown) located between the driver's seat and the passenger's seat of the vehicle, and the shift lever 10 is arranged to penetrate a center panel 58 which is an interior panel component covering the center console. .

  The shift lever unit 1 supports a parking range (P range), a reverse range (R range), a neutral range (N range), a drive range (D range), and a sports range (S range) along the longitudinal direction of the vehicle. The shift positions to be shifted are arranged, and any one of the shift positions can be selected by operating the shift lever 10.

  As shown in FIGS. 1 and 2, the shift lever unit 1 is configured such that the shift lever 10 is pivotally supported by the bracket 3 in a rotatable state, and the tip of the shift lever 10 is connected to the vehicle via the vehicle-side center panel 58. It is attached to the vehicle so as to protrude into the room. The shift lever 10 is mainly configured by a combination of an operation knob 5 and a lever main body 12 which make a handle of a driver.

  The lever main body 12 is a resin component having shift shafts 120 provided on both side surfaces, and is manufactured by, for example, injection molding of a resin material. The lever body 12 is integrally formed with a shift shaft 120 erected so as to protrude toward both sides, and the lever body 12 is supported by the bracket 3 via the shift shaft 120.

  The lever main body 12 is engaged with a curved cover 128 having an arc-shaped cross section which covers the shift gate 580 which is a groove-shaped through hole formed in the center panel 58 (FIG. 2), and a shift cable (not shown). A control lever 125 and the like are provided. The rotation operation of the shift lever 10 is transmitted to an automatic transmission (not shown) via a shift cable (not shown) locked to the control lever 125.

  The operation knob 5 that constitutes the shift lever 10 together with the lever body 12 is attached to the distal end side of the lever shaft 121 of the lever body 12. The operation knob 5 is a part that forms a handle that is held by the driver during a shift operation. A shift button 510 and an OD (overdrive) button 550 are provided on the driver's side of the operation knob 5. These operation buttons are arranged on the driver's seat side so that the driver holding the operation knob 5 with his left hand can operate with his thumb or the like.

  The shift button 510 is an operation button that is pushed in to enable a shift operation from the P range to the D range, and the like. The shift button 510 is held by the operation knob 5 via a compressed spring (not shown), and is pushed out to the projecting side when no pushing operation force is applied. The shift button 510 is a mechanical operation button which is displaced so that the tip of a detent rod 28 described later, which is disposed to penetrate the lever body 12 having a hollow structure, abuts and pushes the detent rod 28 in the axial direction by a pushing operation.

  The OD button 550 is an operation button for switching whether or not to use an overdrive function in which the gear ratio is less than 1 in an automatic transmission (not shown) of the vehicle. The OD button 550 holds the pressed operation position, and returns to the original position when pressed again. The OD button 550 has an electrical contact, and an ON / OFF switching signal is electrically input to a control ECU of the automatic transmission. Thus, the OD button 550 is an electrical operation button for generating a signal for controlling the automatic transmission.

  As shown in FIG. 3, the lever main body 12 is a cylindrical resin molded product having a hollow structure. In the lever body 12, a detent rod 28 for regulating a predetermined shift operation is penetratingly arranged together with a lead wire 558 electrically extending from the OD button 550. The cylindrical internal space of the lever body 2 is defined by partitions 121P (see FIG. 5) extending in the axial direction, and the detent rod 28 and the lead wire 558 are arranged on both sides of the partitions 121P so as to avoid interference. Have been.

  The detent rod 28 is a rod-shaped resin component. At one end of the detent rod 28, a lock pin 280 projecting radially outward is provided, and at the other end, a large-diameter portion 282 having a flange shape is formed. The detent rod 28 is inserted and assembled from the rear end side of the lever body 12 which is opposite to the shift knob 5, with the side on which the large diameter portion 282 is provided at the head.

  In the shift lever unit 1 in the assembled state, the lock pin 280 projects outwardly through a slit groove (not shown) in the outer peripheral wall of the cylindrical lever body 12 and engages with a step (not shown) on the bracket 3 side. It is in. In the shift lever unit 1, a predetermined shift operation is regulated by this engagement. For example, when the shift lever is in the P range, the lock pin 280 is engaged with the step and the shift operation to the D range is restricted.

  As shown in FIG. 3, the detent rod 28 is urged in the axial direction toward the operation knob 5 by a spring (not shown). The detent rod 28 is prevented from coming off by the large-diameter portion 282, and its tip is slightly protruding from the end of the lever body 12. In the shift lever unit 1 in the assembled state, the tip of the detent rod 28 is in contact with the outer peripheral side surface of the shift button 510 held so as to be pushed into the operation knob 5. A cam surface that pushes out the detent rod 28 in the axial direction by the pushing operation of the shift button 510 is formed on the outer peripheral side surface of the shift button 510, and the detent rod 28 is displaced in the axial direction according to the pushing operation of the shift button 510. When the detent rod 28 is displaced in the axial direction in this way, the lock pin 280 is displaced to a position where the lock pin 280 can get over the step on the bracket 3 side, and the restriction on the shift operation is released.

  As described above, the shift lever unit 1 is mounted on the vehicle side with the lever shaft 121 of the shift lever 10 penetratingly disposed on the shift gate 580 of the center panel 58 (FIG. 2), which is an interior panel of the vehicle. When assembling to the vehicle, the shift lever unit 1 needs to be attached to the vehicle side before attaching the center panel 58, while the operation knob 5 attached to the tip end side of the lever shaft 121 has the width Wg of the shift gate 580. It has a larger diameter than that and cannot pass through the shift gate 580. Note that the width Wg of the shift gate 580 is set to be wider than the lateral width Wa of the shift lever 10 shown in FIG.

  Therefore, a part maker or the like that manufactures the shift lever unit 1 needs to deliver the shift lever unit 1 to a vehicle maker in a semi-finished product state in which the assembly of the operation knob 5 is not completed. Then, the vehicle maker that has received the supply of the shift lever unit 1 in a semi-finished state mounts the shift lever unit 1 on the vehicle side, assembles the center panel 58, and completes the assembly of the operation knob 5. There is a need to. Hereinafter, a configuration of the shift lever unit 1 suitable for such a supply mode, an assembling method, and the like will be described.

  The operation knob 5 of the shift lever unit 1 of the present example has a divided structure of a grip portion 51 forming a handle portion of a driver and an electric operation portion 55 including an OD button 550 as shown in FIGS. have. The operation unit 55 including the OD button 550 is mounted in advance on the main body side of the shift lever unit 1, while the grip unit 51 including the shift button 510 is mounted after the shift lever unit 1 is mounted on the vehicle side and the center panel 58 is assembled. It is attached.

  As shown in FIG. 4, the mounting shaft portion 13 on the distal end side of the lever body 12 (shift lever 10) on which the operation knob 5 is provided has an outer shape of a circular cross section having substantially the same diameter as the lever shaft 121 of the adjacent shift lever 10. ing. A convex portion 132 (FIG. 5) is provided on the outer peripheral surface of a root portion 131 of the mounting shaft portion 13 adjacent to the lever shaft 121 at a position corresponding to the front side in the traveling direction when mounted on the vehicle side. Further, on the outer peripheral surface of the mounting shaft portion 13, engagement recesses 135 each having a horizontally long rectangular shape are formed at positions corresponding to the forward side and the backward side of the vehicle, respectively.

  The grip portion 51 includes a body portion 511 shaped like a Japanese drum (long drum), and a housing portion 512 such as a sheath for housing the mounting shaft portion 13 of the lever body 12 is provided below the body portion 511. It is a resin molded product having an outer shape extended to the side. Shift button 510 is housed so as to be able to be pushed into button hole 518 opened on one end surface of body 511.

  The lower housing portion 512 of the body portion 511 has a length corresponding to the mounting shaft portion 13 of the lever body 12, but does not correspond to the entire circumference of the mounting shaft portion 13. The housing portion 512 has an incomplete cylindrical shape in which a notch 513, which is a missing portion of the side wall, is provided on the opening side of the button hole 518.

As shown in FIG. 4, latches 515 corresponding to the engaging recesses 135 of the mounting shaft 13 are provided at two locations on the inner peripheral surface of the housing portion 512 that are located on both sides of the notch 513 and face each other. I have. The protrusion height of the latch 515 gradually increases from the opening side of the storage portion 512 toward the body portion 511, and after the protrusion height reaches the highest point, the protrusion height becomes zero via the shelf surface. It has a wedge-shaped cross section and protrudes inward. This wedge-shaped cross section is an effective shape for preventing the grip portion 51 from being pulled out by engagement with the engagement recess 135 of the mounting shaft portion 13.
Further, a groove-shaped notch (not shown) is formed in the outer peripheral side surface below the body portion 511 facing the notch 513. The cut is formed so that an engagement portion 551 on the operation portion 55 side described later is fitted.

  As shown in FIG. 4, the electric operation portion 55 has a vertically long shape that fits into the notch 513 of the grip portion 51, and forms a complete cylindrical shape in combination with the housing portion 512 of the grip portion 51. It is configured. A cylindrical button holder 552 with a bottom that holds a substantially cylindrical OD button 550 in an end portion of the vertically long operating portion 55 that is located on the body portion 511 side when the grip portion 51 is combined. Is erected. On the back side of the opposite end, an annular mounting ring 555 is provided which is externally arranged on the base 131 of the mounting shaft 13. The operation portion 55 is configured to be located along the outer peripheral side surface of the mounting shaft portion 13 of the lever main body 12 when the mounting ring 555 is externally arranged on the root portion 131.

  On the outer peripheral surface of the button holder 552 having a bottomed cylindrical shape, an engaging portion 551 having a shape like a chicken squirrel is provided upright at a portion forming an end of the vertically long operation portion 55. The engagement portion 551 in the shape of the hood fits into a groove-shaped notch (not shown) formed on the grip portion 51 side, and serves to firmly connect and integrate the grip portion 51 and the operation portion 55.

  The button holder 552 holds the OD button 550 with the operation surface slightly protruding outward so that the driver can easily perform the pushing operation. The operation unit 55 is provided with an electrical contact (not shown) that closes when the OD button 550 is pressed in, and a lead wire 558 electrically connected to the contact is provided on the back side of the button holder 552. Are drawn from.

  As shown in FIG. 6, a concave receiving portion 556 for accommodating the convex portion 132 (FIG. 5) on the lever body 12 side is formed on the inner peripheral surface of the mounting ring 555. As the receiving portion 556, there are formed a receiving portion 556A disposed on the opposite side of the main body portion of the operation portion 55, and a receiving portion 556B disposed at a position 90 degrees from this position.

Next, a description will be given of an aspect in which the parts maker delivers the shift lever unit 1 configured as described above, and subsequently, a method of assembling the shift lever unit 1 to the vehicle by the vehicle maker will be described.
In the case of the shift lever unit 1 in which the operation knob 5 is formed, it is necessary to temporarily disassemble the operation knob 5 that cannot pass through the shift gate 580. Therefore, when the parts maker delivers the shift lever unit 1, the mounting ring 555 of the operation unit 55 is externally arranged at the base 131 of the lever body 12 rotatably supported by the bracket 3, while the grip 51 It is preferable to adopt the delivery mode shown in FIG.

  Further, in this delivery mode, the operating part 55 in which the OD button 550 protrudes outward is rotated around the lever shaft 121 of the shift lever 10 to be positioned in the shift direction of the shift lever 10 as shown in FIG. Good to keep. In the case of the shift lever unit 1 of this example, the shift direction as shown in FIG. 7A is obtained by fitting the protrusion 132 on the lever body 12 side into the receiving portion 556A provided on the inner peripheral surface of the mounting ring 555 of the operation portion 55. Can be positioned.

  When assembling the operating portion 55 to the mounting shaft portion 13, the click feeling when the convex portion 132 fits into the receiving portion 556A acts on the operator's fingertip or the like, so that the operating portion 55 as shown in FIG. Can be mounted with high certainty. When the operating portion 55 from which the OD button 550 projects is positioned in the shift direction, the lateral width of the mounting shaft portion 13 including the operating portion 55 (the lateral width Wa of the shift lever) is equal to the lever shaft 121 of the shift lever 10 ( A little wider).

  Note that the lead wire 558 taken out from the back side of the operation section 55 is preferably disposed in advance through the hollow lever body 12 and drawn out from the opposite end. At this time, it is preferable to arrange the lead wire 558 on the opposite side partitioned by the partition 121P so that trouble due to interference with the detent rod 28 can be avoided. Further, a connector (not shown) or the like may be attached in advance to the end of the lead wire 558 thus drawn. If a connector or the like is used, an electrical connection operation can be performed with high reliability when the shift lever unit 1 is assembled to the vehicle.

  When assembling the shift lever unit 1 delivered in the manner shown in FIG. 7 to the vehicle on the assembly line of the vehicle maker, first, the operation unit 55 is positioned in the shift direction (see FIG. 8A). ), The shift lever unit 1 to which the grip portion 51 is not attached is attached to the vehicle using the bracket 3. Further, a connector (not shown) of the lead wire 558 drawn out of the shift lever unit 1 is connected to a corresponding connector on the vehicle side.

  Next, as shown in FIG. 9, a center panel 58 provided with a shift gate 580 through which the lever shaft 121 of the shift lever 10 is disposed is mounted on the vehicle. In the case of the shift lever unit 1 to which the grip portion 51 is not attached, since the operation knob 5 is not formed on the distal end side, the lever shaft 121 can be inserted into the shift gate 580.

  Further, if the operating portion 55 assembled to the mounting shaft portion 13 of the shift lever 10 is located in the shift direction as shown in FIG. 8A, the width of the mounting shaft portion 13 including the operating portion 55 (the shift lever The width Wa) is substantially equal to the extent slightly larger than the diameter of the lever shaft 121, and is smaller than the width Wg of the shift gate 580 (see FIG. 2). Therefore, when assembling the center panel 58, it is not necessary to change the extending direction of the shift gate 580 by rotating the center panel 58 or the like. If the center panel 58 is moved closer to the mounting position, the mounting shaft portion 13 can pass through the shift gate 580, and the center panel 58 can be assembled at a predetermined position.

  After the center panel 58 is attached in this manner, as shown in FIG. 10, the operation portion 55 of the attachment shaft portion 13 of the shift lever 10 is rotated to be positioned at the original driver's seat side (circled numeral 1 in FIG. 10). Work procedure.). The position on the driver's seat side is positioned with high reliability by fitting the receiving portion 556B provided on the inner peripheral surface of the mounting ring 555 of the operation portion 55 with the convex portion 132 of the root portion 131 of the shift lever 10. (See FIG. 8B.) At the time of the operation of rotating the operation section 55 as described above, the worker has a high degree of certainty due to a click feeling or the like when the projection 132 on the shift lever 10 fits into the receiving section 556B on the operation section 55 side. Work can be performed. When the work up to this point is completed, the preparation for mounting the grip portion 51 can be completed. Note that the width Wb of the shift lever 10 when the operation unit 55 is at the original rotation position is wider than the width Wg of the shift gate 580 (see FIG. 2).

  As shown in FIG. 10, the grip portion 51 can be attached with one touch by pushing the shift lever 10 straight and close along the axial direction of the lever shaft 121 of the shift lever 10 (the work procedure indicated by a circled numeral 2 in FIG. 10). . When the grip portion 51 is attached, the latch 515 provided on the inner peripheral surface of the housing portion 512 engages with the engagement recess 135 of the attachment shaft portion 13 of the shift lever 10. Such engagement effectively acts to prevent the grip portion 51 from coming off and to prevent the grip portion 51 from rotating. In addition, since the click feeling that the latch 515 fits into the engagement recess 135 is obtained when the grip portion 51 is pushed to an appropriate position, the operation knob 5 can be formed by combining the grip portion 51 with the operation portion 55 with high reliability. .

  When the grip portion 51 is pushed to the correct position, the flank-shaped engagement portion 551 provided on the operation portion 55 is fitted into a notch-shaped notch (not shown) on the grip portion 51 side. Such a fitting structure of the engagement portion 551 of the operation portion 55 with respect to the cut on the grip portion 51 side is effective for firmly connecting and integrating the grip portion 51 and the operation portion 55. Further, since the axial length of the housing portion 512 of the grip portion 51 corresponds to the entire length of the mounting shaft portion 13, the skirt portion of the housing portion 512 is externally arranged on the mounting ring 555 of the operation portion 55. Becomes When the convex portion 132 of the base 131 of the mounting shaft portion 13 escapes from the receiving portion 556B of the mounting ring 555, the mounting ring 555 is inevitably deformed to the outer peripheral side. If the skirt portion is extrapolated, the deformation of the mounting ring 555 to the outer peripheral side can be restricted, whereby the operation portion 55 can be prevented from rotating with high certainty.

  When the grip portion 51 is attached to the mounting shaft portion 13 of the shift lever 10 in this manner, the electric operation portion 55 already attached to the mounting shaft portion 13 and the grip portion 51 are connected and integrated to operate the shift lever 10. The operation knob 5 can be formed as a handle of the driver who performs the operation.

  In some cases, it may be necessary to remove panel components for maintenance work or the like. If a jig or the like is inserted from the hem portion of the housing portion 512 of the grip portion 51 and is elastically deformed so as to slightly expand the housing portion 512, the engagement state of the latch 515 with the engagement recess 135 can be released. The grip 51 can be removed. After the grip 51 is removed, the rotatable operation unit 55 may be positioned in the shift direction as shown in FIG. When the operation portion 55 is located in the shift direction, the mounting shaft portion 13 of the shift lever 10 can be easily pulled out from the shift gate 580, and the center panel 58 can be easily removed.

  As described above, in the shift lever unit 1 of the present example, of the operation knobs 5, the electric operation section 55 including the OD button 550 is formed separately, and only the operation section 55 is assembled before the grip section 51 is assembled. It is possible to keep. This shift lever unit 1 can relatively easily combine an interior panel provided with a shift gate 580 in a state before the grip portion 51 forming a handle portion is attached.

  When assembling the interior panels such as the center panel 58, the electric operation unit 55, which is a component smaller than the grip 51 forming a handle, is used when the lever shaft 121 of the shift lever 10 is arranged to pass through the shift gate 580. There is little risk of becoming an obstacle, and it is possible to assemble the shift lever 10 in advance. Since the electrical connection of the operation unit 55 can be completed in advance, it is possible to suppress a possibility that an electrical trouble will occur due to, for example, an operation of assembling the shift lever unit 1 to the vehicle, for example, a vehicle manufacturer.

  Further, the operation section 55 is rotatable around a lever shaft 121 of the shift lever 10. When the interior panel provided with the shift gate 580 is combined with the shift lever unit 1 mounted on the vehicle side, the operation unit 55 is rotated in the groove direction (shift direction) of the shift gate 580 having a sufficient dimension. By doing so, the work of disposing the lever shaft 121 through the shift gate 580 becomes easy.

  Note that if the width (dimension Wb in FIG. 8B) of the mounting shaft portion 13 where the operation portion 55 is attached to the original position is smaller than the width of the shift gate 580 (dimension Wg in FIG. 2). The configuration in which the operation unit 55 can rotate around the mounting shaft 13 is not an essential configuration. Even if this configuration is omitted, the center panel 58 can be combined similarly to the operation described above.

  As described above, the shift lever unit 1 of the present embodiment is a shift lever unit 1 that does not need to perform an electrical connection operation when the operation knob 5 is formed. When assembling the shift lever unit 1 to a vehicle, an electrical connection operation can be performed in advance, and thereafter, an operation of forming the operation knob 5 can be performed.

  In this example, the shift lever unit 1 that linearly operates the shift lever 10 is illustrated. A gate type shift lever unit may be used, and the operation direction of the shift lever is not limited to this example. For example, if an intermediate member that is swingably supported in the width direction of the vehicle and supports the shift lever so as to be rotatable in the front-rear direction of the vehicle is employed, for example, in addition to the shift direction corresponding to the front-rear direction of the vehicle, A gate-type shift lever unit that can be operated also in the width direction of the vehicle can be configured.

  As described above, the embodiments of the present invention have been described in detail. However, these embodiments merely disclose examples of the technology included in the claims. Needless to say, the claims should not be construed as being limited by the configuration, numerical values, and the like of the embodiments. The scope of the claims encompasses techniques in which the embodiments are variously modified, changed, or appropriately combined using known techniques and knowledge of those skilled in the art.

DESCRIPTION OF SYMBOLS 1 Shift lever unit 10 Shift lever 12 Lever main body 120 Shift shaft 121 Lever shaft 13 Mounting shaft 131 Root 28 Detent rod 3 Bracket 5 Operation knob 51 Grip 510 Shift button 512 Housing 513 Notch 55 Operation part (electrical Operation section)
550 OD button 552 Button holder 555 Mounting ring 558 Lead wire 58 Center panel (panel parts, interior panel)
580 shift gate (through hole)

Claims (4)

A shift lever configured to include a combination of an operation knob and a lever body for receiving a driving operation for switching a control mode of the automatic transmission of the vehicle , and operating the shift lever in a predetermined operation direction to shift the shift lever A shift lever unit capable of switching a control mode of the automatic transmission by changing an operation position of the shift lever unit,
An electric operation unit that converts an operation by the driver into an electric signal ,
A grip portion that forms the operation knob integrally with the electric operation portion and serves as a handle of a driver ;
The electric operation unit is attached to an end of the lever body,
The shift lever unit , wherein the grip portion is configured to be attached to an end of the lever body to which the electric operation portion is attached . The end of the lever body according to claim 1, wherein an end portion of the lever main body is disposed through a groove-shaped through hole formed in a panel component for an interior of a vehicle along an operation direction of the shift lever ,
The electric operation unit is combined with an outer peripheral side of the end so as to be rotatable around the end of the lever body,
The width of the end of the lever body to which the electric operation unit is attached can be changed in a direction perpendicular to the operation direction of the shift lever, and the electric operation unit is provided with the grip unit. Changing the rotation position by rotating the electric operation part around the end of the lever body while the width exceeds the groove width of the through hole when the rotation position is at a position where the lever can be attached. And a shift lever unit capable of making the width smaller than the groove width of the through hole. 3. The shift lever unit according to claim 2, wherein a position of the electric operation portion in a circumferential direction is fixed when the grip portion is attached to an end of the lever body to which the electric operation portion is attached . A shift lever configured to include a combination of an operation knob and a lever body for receiving a driving operation for switching a control mode of the automatic transmission of the vehicle, wherein the automatic transmission is changed by changing an operation position of the shift lever. A shift lever unit capable of switching the control mode of the above, a set for realizing an assembled state in which an end portion of the lever main body is arranged to penetrate into a groove-shaped through hole formed in a panel component for interior of a vehicle. Attachment method,
The shift lever unit includes an electric operation unit that converts a driver's operation into an electric signal, and the electric operation unit attached to an end of the lever body serves as a handle of the driver. The shift lever unit according to any one of claims 1 to 3, wherein the operation knob is formed integrally with the shift lever unit.
A work procedure for mounting the shift lever unit in a semi-finished product state in which the electric operation unit is already mounted and the grip unit is not mounted , and
A work procedure for combining the panel component the end of the lever body fitted with the electrical operating unit to insert in the through hole and the shift lever unit,
An operation procedure for forming the operation knob by attaching the grip portion to an end of the lever main body penetrated through the through hole of the panel component.