JP7500127B2 - Shift lever device - Google Patents

Description

The present invention relates to a shift lever device for changing the gear range of an automatic transmission.

Conventionally, stepped automatic transmissions (AT) and continuously variable transmissions (CVT) have been widely known as automatic transmissions installed in vehicles.

Automatic transmissions have gear ranges (shift ranges) including P range, R range, N range, and D range. To switch between these gear ranges, a shift lever (select lever) is provided inside the vehicle. Within the range of motion of the shift lever, P position, R position, N position, and D position are set as shift positions corresponding to the gear ranges.

There are two methods for linking the operation of the shift lever with the change of gear range: the cable transmission method and the shift-by-wire method. With the cable transmission method, the operation of the shift lever is transmitted to the automatic transmission via a cable, and the input from the cable operates a manual valve to change the gear range. On the other hand, with the shift-by-wire method, an electrical signal corresponding to the shift position is input to a controller, which controls the operation of an actuator connected to the manual valve to change the gear range.

JP 2004-203088 A JP 2007-203755 A

With the cable transmission system, changing the gear range requires operating the shift lever, and the gear range cannot be changed unless the shift lever is operated, so changing the gear range cannot be automated.

In contrast, with the shift-by-wire system, the operation of the shift lever and the change of gear range are mechanically separated, making it possible to automate the change of gear range. However, if an electrical failure occurs in the system, it may become impossible to change the gear range, which could cause problems with the vehicle's running.

The object of the present invention is to provide a shift lever device that can automatically switch gear ranges, but can also switch gear ranges by manually operating the shift lever in the event of an electrical failure.

To achieve the above object, the shift lever device of the present invention includes a shift lever that is rotatable about a lever shaft as a fulcrum and is operated between a parking position and another shift position, a cable that is connected to the shift lever and a manual valve of the automatic transmission and transmits the operation of the shift lever to the manual valve, a first actuator that displaces the shift lever between a plurality of shift positions, a shift lock mechanism that switches between a blocking state that prevents the shift lever from displacing from the parking position to another shift position and an allowing state that allows said displacement, and a second actuator that switches the shift lock mechanism from the blocking state to the allowing state.

According to this configuration, when the shift lever is operated between shift positions, the operation of the shift lever is transmitted via the cable to the manual valve of the automatic transmission, and the manual valve is operated to switch the gear range of the automatic transmission.

The shift lever can be operated either manually or by the first actuator. That is, the gear range of the automatic transmission can be changed by manually operating the shift lever, or the gear range of the automatic transmission can be changed automatically by the first actuator operating the shift lever.

This shift lever device can therefore be installed in a vehicle equipped with a cable transmission type shift lever device, replacing that shift lever device. In a vehicle equipped with this shift lever device, the gear range of the automatic transmission can be automatically switched, making automatic driving and automatic parking possible through automatic operation of the steering wheel and automatic switching of the gear range. Furthermore, in the event of an electrical failure, the gear range can be switched by manually operating the shift lever, preventing the vehicle from becoming unable to run.

In addition, a shift lock mechanism is provided, which prevents the shift lever from being inadvertently displaced from the parking position to another shift position, just like conventional shift lever devices.

The shift lock mechanism may include a lock member that is displaceable between a blocking position and an allowable position, and a gate member that is fixed to the shift lever and has a groove that receives a specific portion of the lock member and prevents relative movement of the specific portion in the rotational direction of the shift lever when the lock member is in the blocking position and allows relative movement of the specific portion in the rotational direction when the lock member is in the allowable position. The shift lock mechanism may be configured to switch from the blocking state to the allowable state when the second actuator displaces the lock member from the blocking position to the allowable position.

In this configuration, even if the second actuator becomes inoperable due to an electrical failure, the shift lever can be moved from the parking position to another shift position by displacing the locking member from the blocking position to the allowing position, similar to the shift lock mechanism of a conventional shift lever device.

According to the present invention, the gear range can be changed automatically, but in the event of an electrical failure, the gear range can be changed by manually operating the shift lever.

1 is a schematic cross-sectional view showing a configuration of a shift lever device according to an embodiment of the present invention, as viewed from the right side in the left-right direction (vehicle width direction) of a vehicle. FIG. 2 is a schematic cross-sectional view showing the configuration of the shift lever device, as viewed from the rear side in the front-rear direction of the vehicle. FIG. 4 is a cross-sectional view illustrating a configuration of a shift lock mechanism. 1 is a diagram for explaining an operation during normal operation in a vehicle equipped with the shift lever device; 1 is a diagram for explaining the operation during automatic driving and parking in a vehicle equipped with a shift lever device. FIG.

The following describes in detail an embodiment of the present invention with reference to the attached drawings.

<Shift lever device>
1 and 2 are schematic cross-sectional views showing the configuration of a shift lever device 1 according to an embodiment of the present invention.

The shift lever device 1 is mounted on a vehicle together with a stepped or continuously variable automatic transmission 3 (see FIG. 4), and is provided, for example, on an instrument panel inside the vehicle cabin. The shift lever device 1 includes a shift panel 11, a shift lever 12, and a base plate 13.

The shift panel 11 is, for example, a rectangular plate having a width in the left-right direction of the vehicle, and is positioned so that its surface closes an installation opening formed in the instrument panel from the inside of the vehicle compartment. The shift panel 11 has a shift groove that extends in the front-rear direction of the vehicle and penetrates in the up-down direction.

The shift lever 12 passes through a shift groove in the shift panel 11 and is installed across the interior and exterior of the vehicle. A shift knob 14 is attached to the upper end of the shift lever 12.

The shift knob 14 is provided with a knob button 15. The knob button 15 is provided to protrude from the shift knob 14. A momentary-operation switch 16 is provided inside the shift knob 14, and the knob button 15 is connected to a movable portion of the switch 16. When the knob button 15 is pressed, the switch 16 is turned on, and when pressure on the knob button 15 is released, the switch 16 is turned off.

The base plate 13 is disposed below the shift panel 11 (outside the vehicle compartment) to the left of the shift lever 12 and extends in the front-rear and up-down directions. A lever shaft 17 extending to the left is integrally provided at the lower end of the shift lever 12. The lever shaft 17 is rotatably inserted and held in the base plate 13, so that the shift lever 12 is supported by the base plate 13 so that it can swing around the lever shaft 17 as a fulcrum. Within the movable range of the shift lever 12, for example, a P (parking) position, an R (reverse) position, an N (neutral) position, and a D (drive) position are provided, lined up in this order from front to rear.

An arm 21 is attached to the lever shaft 17 so that it cannot rotate relative to the lever shaft 17. One end of a shift cable (control cable) 22 is connected to the tip of the arm 21, and the other end of the shift cable 22 is connected to an outer lever (not shown) of the automatic transmission 3.

As a result, when the shift lever 12 is operated, the operation is input to the outer lever via the shift cable 22, which rotates the control shaft. As the control shaft rotates, the spool of the manual valve moves and hydraulic pressure is output from the output port corresponding to the shift position of the shift lever 12, so that the automatic transmission 3 selectively configures a gear range (P range, R range, N range, or D range) corresponding to the shift position.

The arm 21 is also provided integrally with a sector gear 23. The sector gear 23 is generally sector-shaped with its center at the lever shaft 17, and has gear teeth 24 on its arc-shaped circumferential surface.

As shown in FIG. 2, the shift lever device 1 includes a motor 25. The motor 25 is, for example, a stepping motor. A gear 27 is attached to the output shaft 26 of the motor 25. The gear 27 meshes with the gear teeth 24 of the sector gear 23. As a result, when the motor 25 is driven, the power of the motor 25 is input from the gear 27 to the sector gear 23, and the sector gear 23 rotates around the lever shaft 17 as a fulcrum. As a result, the shift lever 12 and the arm 21 rotate integrally with the lever shaft 17, the shift lever 12 is displaced between shift positions, and the gear range of the automatic transmission 3 is changed.

Figure 3 is a cross-sectional view illustrating the configuration of the shift lock mechanism 31.

The shift lever device 1 is equipped with a shift lock mechanism 31. The shift lock mechanism 31 includes a lock member 32, a gate member 33, and a solenoid 34.

The locking member 32 is shaped like a square pillar (rectangular rod) and is rotatably supported on a support shaft 35 that extends in the front-rear direction perpendicular to the lever shaft 17.

The gate member 33 is plate-shaped and fixed to the shift lever 12 below the shift panel 11. A gate groove 36 is formed penetrating the gate member 33 in the thickness direction. The gate groove 36 has a movable groove 37 that extends along an arc centered on the lever shaft 17, and a restricting groove 38 that is recessed upward in a rectangular shape from the rear end of the movable groove 37. One end of the locking member 32 is inserted into the gate groove 36.

The solenoid 34 includes a main body 41, a plunger 42 that is movably mounted on the main body 41, and a spring 43 that biases the plunger 42 in a direction that causes it to advance from the main body 41. The tip of the plunger 42 is connected to the other end of the locking member 32 from above.

When the solenoid 34 is not energized, the plunger 42 presses the other end of the locking member 32 downward due to the biasing force of the spring 43. As a result, one end of the locking member 32 is relatively raised upward. When the shift lever 12 is in the P position, one end of the locking member 32 is located within the restricting groove 38 of the gate groove 36 of the gate member 33. Therefore, the gate member 33 cannot move in the rotation direction around the lever shaft 17, and the shift lever 12 cannot be moved from the P position. This state is the blocked state of the shift lock mechanism 31, and the shift lever 12 is prevented from moving from the P position to another shift position. The position of the locking member 32 at this time is the blocked position.

When the solenoid 34 is energized, the plunger 42 is drawn into the main body 41. As a result, one end of the locking member 32 is lifted and the other end of the locking member 32 is lowered, moving from the restricting groove 38 of the gate groove 36 of the gate member 33 to the movable groove 37. This allows the gate member 33 to move in the rotational direction around the lever shaft 17, making it possible to displace the shift lever 12 from the P position to another shift position. This state is the permissible state of the shift lock mechanism 31, and the position of the locking member 32 at this time is the permissible position.

<Normal operation>
FIG. 4 is a diagram for explaining the operation during normal operation of the vehicle equipped with the shift lever device 1. As shown in FIG.

In normal operation, when the driver of the vehicle manually operates the shift lever 12, the knob button 15 is pressed when the shift lever 12 is to be displaced from the P position. When the knob button 15 is pressed, the switch 16 is turned on, and the on signal of the switch 16 is input to the ECU (Electronic Control Unit) 2, which includes a microcomputer. The vehicle is equipped with multiple ECUs, including the ECU 2, to control each part.

When the vehicle's ignition switch (start switch) is on and the brake pedal is depressed, and an on signal from switch 16 is input to ECU 2, ECU 2 starts energizing solenoid 34. This makes it possible to move shift lever 12 from the P position to another shift position. When the driver operates shift lever 12 from the P position to another shift position, this operation is transmitted via shift cable 22 to the manual valve of automatic transmission 3, and a gear range corresponding to the shift position to which shift lever 12 is operated is configured in automatic transmission 3.

When the driver returns the shift lever 12 to the P position, the ECU 2 stops the flow of electricity to the solenoid 34. This causes one end of the lock member 32 to move from the movable groove 37 to the restricting groove 38 within the gate groove 36 of the gate member 33, and the shift lock mechanism 31 enters a blocking state, preventing the shift lever 12 from moving from the P position to another shift position.

<Autonomous driving/parking>
FIG. 5 is a diagram for explaining the operation during automatic driving and parking in a vehicle equipped with the shift lever device 1.

A vehicle equipped with the shift lever device 1 has an automatic driving function and an automatic parking function that automatically operate the steering wheel and automatically switch the gear range. During automatic driving using the automatic driving function or automatic parking using the automatic parking function, the driver performs an entry operation to command the start of automatic driving or automatic parking (automatic driving/parking), for example, by operating an automatic driving/parking switch provided near the steering wheel, and when this operation signal is input to the ECU 2, the ECU 2 starts to pass electricity to the solenoid 34. This makes it possible to move the shift lever 12 from the P position to another shift position.

When the automatic driving/parking control is executed and it becomes necessary to switch the gear range of the automatic transmission 3, the ECU 2 controls the drive of the motor 25 to switch the gear range of the automatic transmission 3 to the required gear range, and the shift lever 12 moves to the shift position corresponding to that gear range.

<Action and effect>
As described above, when the shift lever 12 is operated between shift positions, the operation of the shift lever 12 is transmitted to the manual valve of the automatic transmission 3 via the shift cable 22, and the manual valve is operated to switch the gear range of the automatic transmission 3.

The shift lever 12 can be operated either manually or by the motor 25. That is, the shift lever 12 can be operated manually to switch the gear range of the automatic transmission 3, and the motor 25 can operate the shift lever 12 to automatically switch the gear range of the automatic transmission 3.

The shift lever device 1 can therefore be installed in a vehicle equipped with a cable transmission type shift lever device 1, replacing that shift lever device 1. In a vehicle equipped with the shift lever device 1, the gear range of the automatic transmission 3 can be automatically switched, enabling automatic driving and automatic parking through automatic operation of the steering wheel and automatic switching of the gear range. Furthermore, in the event of an electrical failure, the gear range can be switched by manually operating the shift lever 12, preventing the vehicle from becoming unable to run.

The shift lever device 1 is also provided with a shift lock mechanism 31, which, like the conventional shift lever device 1, prevents the shift lever 12 from being inadvertently displaced from the parking position to another shift position.

Even if the solenoid 34 becomes inoperable due to an electrical failure, the shift lock mechanism 31 can move the shift lever 12 from the parking position to another shift position by using a tool or the like to pull up the other end of the lock member 32 and displacing the lock member 32 from the blocking position to the allowing position, just like the shift lock mechanism of the conventional shift lever device 1.

<Modification>
Although one embodiment of the present invention has been described above, the present invention can be embodied in other forms.

For example, a motor may be provided instead of the solenoid 34, and the locking member 32 may be displaced between the blocking position and the allowing position by the power of the motor.

In addition, various design modifications can be made to the above-mentioned configuration within the scope of the claims.

1: Shift lever device 3: Automatic transmission 12: Shift lever 17: Lever shaft 22: Shift cable (cable)
25: Motor (first actuator)
31: Shift lock mechanism 32: Lock member 33: Gate member 34: Solenoid (second actuator)
36: Gate groove (groove)

Claims (2)

A shift lever device mounted on a vehicle having an automatic driving function and an automatic parking function by automatic operation of a steering wheel and automatic switching of a gear range including a parking range, a reverse range, a neutral range, and a drive range,
a shift lever that is rotatably provided around a lever shaft as a fulcrum and that is operated between a parking position and another shift position;
a cable connected to the shift lever and a manual valve of an automatic transmission, for transmitting an operation of the shift lever to the manual valve;
a first actuator that displaces the shift lever among the plurality of shift positions;
a shift lock mechanism that switches between a blocking state that blocks the shift lever from the parking position to another shift position and a permitting state that permits the shift lever to be displaced;
a second actuator that switches the shift lock mechanism from the blocked state to the permitted state ,
The shift lock mechanism is manually switchable from the blocking state to the allowing state when the second actuator is inoperable . The shift lock mechanism is
a locking member that is displaceable between a blocking position and an allowing position;
a gate member having a groove that is fixed to the shift lever, receives a predetermined portion of the locking member, and prevents relative movement of the predetermined portion in a rotational direction of the shift lever when the locking member is located at the blocking position, and allows relative movement of the predetermined portion in the rotational direction when the locking member is located at the allowing position,
The shift lever device according to claim 1 , wherein the second actuator switches the shift lock mechanism from the blocked state to the allowing state by displacing the lock member from the blocked position to the allowing position.

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