JPH0232932Y2 - - Google Patents

Description

[Detailed Description of the Invention] Industrial Field of Application The present invention relates to a shift operation device for an automatic transmission that prevents a shift operation from a stop position to a running position unless a brake is controlled to operate when a vehicle is started.

2. Description of the Related Art Conventionally, a gear shift operation device for an automatic transmission mounted on an automobile has a structure shown in FIG. 6, which has been put into practical use. That is, the shift lever 10 of the speed change operating device is rotatably supported by the vehicle body at its lower end. This shift lever 10 is provided with a detent pin 11 that moves up and down by operating a button (not shown).
A detent plate 12 is disposed at the pivot point of. The detent plate 12 has R
Driving positions such as (reverse), D (drive), P (parking lock), N (neutral)
A positioning recess 13 is formed in which a stop position such as the detent pin 11 is set.
is in contact with this positioning recess 13. A lock lever 14 is pivotally supported near the detent plate 12. The lock lever 14 is P
The lock position L (shown by the chain line) interferes with the detent pin 11 located in the detent pin 11 and prevents the shift lever 10 from changing, and the unlock position U (shown by the solid line) is pulled by the return spring 15 and moves away from the detent pin 11. ) and is configured to be freely rotatable. This lock lever 14
The tip of a plunger 17 provided on the electromagnetic actuator 16 that can move forward and backward is in contact with the electromagnetic actuator 16, and the electromagnetic actuator 16 is equipped with a control circuit (including an ignition switch, a P position detection switch, and a stop lamp switch). (not shown). In this structure, when the shift lever 10 is in the P position with the ignition switch turned on, the P position detection switch is turned on and the electromagnetic actuator 16 is turned on.
is activated by excitation. Therefore, the plunger 17 projects and drives the lock lever 14 to the lock position L, and the detent pin 17 is prevented from moving from the P position to any other position.

Next, when the brake pedal is depressed and the stop lamp switch is turned on, the electromagnetic actuator 16 is demagnetized, the plunger 17 is retracted, and the lock lever 14 is rotated to the unlock position U.
This makes it possible for the detent pin 11 to move from the P position to other travel positions.
By making it impossible to shift to the driving position unless the brakes are controlled in this way, the creep phenomenon can be prevented.

Problems to be Solved by the Invention However, with such a conventional structure, when an attempt is made to shift the shift lever 10 from the P position to another position without depressing the brake pedal, the above-mentioned lock position L The detent pin 11, which is moved downward by the knob operation, comes into pressure contact with the lock lever 14 located at the lock lever 14, thereby generating a stress F in the lock lever 14 in the direction of the unlock position U as shown by the arrow. At this time, since the lock lever 14 is supported by the plunger 17 protruding from the electromagnetic actuator 16 which is being energized, the stress F acts in the direction of retracting the plunger 17. Therefore, in order to reliably prevent the detent pin 11 from moving from the P position to other positions, the solenoid of the electromagnetic actuator 16 should be made large in order to maintain the protruding state of the plunger 17 against the stress F. It is necessary to make the magnetic force stronger. For this reason, as the solenoid becomes larger, the electromagnetic actuator 16 becomes larger, which not only has the disadvantage of increased weight, but also has disadvantages such as increased power consumption, which has an effect on battery life.

The present invention has been developed in view of these conventional problems, and does not involve increasing the size of the electromagnetic actuator 16 constituting the locking means, but rather downsizing it, and allows the shift lever to be moved without depressing the brake pedal. To provide a shift operation device for an automatic transmission that improves the locking state of a shift lever when a shift operation is performed.

Means for Solving the Problems In order to solve the above problems, in the present invention, a rotatable control shaft is provided with a detent pin that shifts together with the control shaft, and a detent pin is provided on the side of the control shaft. A detent plate is disposed in the portion, and the detent plate is formed with a traveling position and a stop position for selectively positioning the detent pin, while the inside of the control shaft is provided with a detent plate that selectively positions the detent pin. In a structure in which a compression rod is provided that moves downward to release the detent pin from each position, a locking recess is provided around the compression rod, and a locking recess is provided in the peripheral wall of the control shaft. A hole is formed to face the locking recess, and a lock lever is disposed on the outside of the peripheral wall, and the lock lever touches the lower edge of the hole and penetrates into the control shaft to engage with the locking recess. The locking lever is rotatably supported between a locking position and an unlocking position where the locking lever is disengaged from the locking recess, and the locking lever is linked to a driving means, and the driving means shifts the locking lever to the stop position of the control shaft. The lock position is driven to the lock position based on the brake operation, and the lock position is driven to the unlock position based on the brake operation.

Operation In the above configuration, when the control shaft is in the state of being shifted to the stop position, the drive means drives the lock lever to the lock position. Then, the lock lever comes into contact with the lower edge of the hole, enters the inside of the control shaft, and engages with the locking recess, thereby preventing the compression rod from moving downward. Therefore, the detent pin cannot be moved out of the stop position and into the drive position, so that the control shaft is locked in the stop position. At this time, if an attempt is made to move the compression rod downward without performing a brake operation, a downward operating force is input to the lock lever that is engaged with the locking recess. However, since the lock lever is in contact with the lower edge of the hole, the lock lever is supported by the lower edge, and the operating force is input to the lower edge via the lock lever. Therefore, no operating force is input to the drive means.

Then, when the brake is operated when performing a shift operation from the stop position to the running position, the drive means drives the lock lever to the unlock position based on this, so that the lock lever is separated from the locking recess and compressed. Downward movement of the shaft rod is allowed. Therefore, when the compression rod is moved downward, the detent pin is released from the stop position, thus making it possible to shift from the stop position to the travel position on condition of a brake operation.

Embodiment An embodiment of the present invention will be described below with reference to the drawings. That is, this embodiment is a column-type speed change operation device, and as shown in FIG. 2, an upper bracket 21 and a lower bracket 22 are attached to the upper and lower ends of a steering shaft 20, and these two A control shaft 24 having a cylindrical peripheral wall 23 is rotatably supported between the brackets 21 and 22. A bush 25 is fitted to the lower end of the control shaft 24, and a return spring 2 is mounted on the bush 25.
6 is placed. The return spring 26
A pedestal 27 is attached to the upper part of the pedestal 27, and a lower boss portion 30 of the compression rod 29 is located above the pedestal 27 with a gap 28 in between. Fixing blocks 31 are provided above the lower boss portion 30 at appropriate intervals, so that there is a gap between the lower boss portion 30 and the fixing block 31 around the compression rod 29. A locking recess 32 is formed. Further, an upper boss portion 33 is provided at the upper end of the compression rod 29, and a through hole 34 is formed in the upper boss portion 33.

On the other hand, the lower bracket 2 is attached to the side of the control shaft 24 as shown in FIG.
A detent plate 35 fixed to 2 is disposed. A positioning groove 36 is formed in the detent plate 35, and the positioning groove 36 has stop positions P (parking lock) and N (neutral), and running positions R (reverse) and D ( Positions such as drive), 2 (second), and 1 (first) are set. A recess 37 is provided in the P position, and a contact 39 of a park switch 38 fixed to the detent plate 36 extends near the bottom of the recess 37. At the lower end of the control shaft 24, there is a cylinder 4 extending laterally along the upper surface of the detent plate 35.
0 protrudes, and an upper slide hole 41 and a lower slide hole 42 are provided on each of the upper and lower circumferential surfaces of the cylinder 40. A slide block 43 is slidably accommodated inside the tube 40, and a through hole 34 is provided at one end of the slide block 43, and a detent pin 46 is inserted and fixed at the other end. ing. The detent pin 46 projects outside the cylinder 40 through the upper and lower slide holes 41 and 42, and its lower end is loosely inserted into the positioning groove 36. A bell crank 48 is pivotally supported on the upper part of the cylinder 40 by a side bracket 47 fixed to the peripheral wall 23 of the control shaft 24. One end 49 of the bell crank 48 is loosely inserted into the through hole 44 of the slide block 43 through the upper slide hole 41, and the other end 50 is inserted into a peripheral slide formed on the peripheral wall 23 of the control shaft 24. The gap 2 through the hole 51
It is loosely inserted in 8.

On the other hand, a hole 52 is provided in the peripheral wall 23 of the control shaft 24 facing the locking recess 32, as shown in FIG. A supporting bracket 53 is provided. The support bracket 5
3, a lock lever 54 is pivotally supported, and the lock lever 54 is formed into a substantially L-shape having a pawl 55 and a drive piece 56. This lock lever 54 has a claw 55 that is connected to the hole 5 as shown by the solid line.
2, and an unlocked position U where the pawl 55 is released from the locking recess 32 as shown by the chain line. It is configured. The control shaft 2 is located at the top of the lock lever 54.
An electromagnetic actuator 58 as a driving means fixed to the peripheral wall 23 of 4 is disposed, and the electromagnetic actuator 58 is provided with a plunger 59 which is magnetized to move in and out and demagnetized to drive to protrude. The tip of the lock lever 59 is linked to the drive piece 56 of the lock lever 54. The power supply circuit of the electromagnetic actuator 58 is provided with a controller 60 as shown in FIG.
The input port of the controller 60 is connected to the park switch 38 and the driver's brake operation.
A brake switch 61 that is turned on is connected.

Furthermore, a truncated cone-shaped holder 62 is attached to the upper end of the peripheral wall 23 of the control shaft 24, and a hand lever 63 is pivotally supported on the holder 62 by a pin 64. An arm 65 extends from the pivot side end of the hand lever 63, and the free end 66 of the arm 65 is connected to the compression rod through an opening 67 provided in the peripheral wall 23. 29 is inserted into a through hole 34 at the upper end.

In this embodiment with the above configuration, the hand lever 63 and the control shaft 24
When the detent pin 46 is shifted to the P position, as shown in FIG.
It becomes ON. Then, the controller 60 receives the ON signal from the park switch 38 and outputs an excitation current to the electromagnetic actuator 58, which causes the electromagnetic actuator 38 to operate with excitation, and the plunger 59
enters and exits. Accordingly, the drive piece 56 is pulled by the plunger 59, and the lock lever 54 is rotated to the lock position L. Therefore, the claw 55 is
2 into the control shaft 24 through the hole 52 while contacting the lower edge 57 of the locking recess 32.
The compression rod 29 is loosely engaged, and the compression rod 29 is prevented from moving downward by the pawl 55.

In this state, when the driver operates the hand lever 63 upward (in the direction shown by the arrow in Figure 1) without operating the brake, the arm 65 rotates downward (in the direction shown by the arrow in Figure 2) about the pin 64. try to. Therefore, the compression rod 29 moves slightly in response to the downward operating force F as shown in FIG. 5, but the fixing block 31 forming the locking recess 32 comes into contact with the upper edge of the claw 55 As a result, the compression rod 29 is prevented from moving further downward, and the operating force F is input to the pawl 55. However, the claw 55 is located at the lower edge 57 of the hole 52.
Since the claw 5 is in contact with the lower edge 57, the lower edge 57
5 is supported, and the operating force F moves the claw 55 to the lower edge 57.
This operating force F is not input to the electromagnetic actuator 58 linked to the lock lever 54. Therefore, the electromagnetic actuator 58 does not need to be large and strong in relation to the operating force F, and can simply drive the plunger 59 to protrude and retract with the stroke amount S shown in FIG. That's a good thing. Moreover, since the lock lever 54 is in the locked position only when the pawl 55 protrudes slightly into the control shaft 24, the stroke amount S may also be a very small value (4 mm in this embodiment). Therefore, the electromagnetic actuator 58 can be a small one that has low magnetic force and a small stroke amount S, and by downsizing the electromagnetic actuator 58, weight and cost can be reduced. By using the electromagnetic actuator 58 having a low magnetic force and a minute stroke amount S, the electromagnetic actuator 58 is activated immediately after the plunger 59 protrudes and retracts.
The abutting noise of the plunger 59 generated inside is reduced, making it possible to reduce the abutting noise.

Then, when the occupant depresses the brake pedal when shifting from the P position to the drive position, the brake switch 61 is activated.
The controller 60 receives signals from the brake switch 61.
Upon receiving the ON signal, the supply of excitation current to the electromagnetic actuator 58 is stopped. Therefore, the electromagnetic actuator 58 causes the plunger 59 to withdraw, thereby moving the lock lever 54 to the unlocked position U.
Rotate to. In this state, the driver should press the hand lever 6.
3 upwards (in the direction of arrow A in FIG. 1), the compression rod 29 receives the operating force F and moves downward without being blocked by the pawl 55.
As a result, the return spring 26 contracts, and the bell crank 48 rotates downward, causing the inside of the cylinder 40 to
The slide block 43 slides laterally (in the direction of arrow C in FIG. 2). Therefore, the detent pin 46 is released from the recess 37 in the P position, and from this state the hand lever 63 is moved from the control shaft 24.
After rotating the detent pin 46 around the desired travel position, turn the hand lever 63
Let go more. Then, the return spring 26 expands and pushes up the pedestal 27, and the bell crank 48
rotates upward, and the slide block 43 moves to the cylinder 40.
, and the detent pin 46 is positioned at a predetermined traveling position. In other words, when shifting from the P position to the drive position, it is essential to depress the brake pedal to apply the brakes, which prevents the creep phenomenon when shifting to the drive position. be.

In the above embodiment, a column-type speed change operation device is shown, but it goes without saying that the present invention can also be implemented in a floor-type speed change operation device disposed on the floor of a vehicle body.

Effects of the Invention As explained above, the present invention provides a mechanism for driving the control shaft to the lock position when the control shaft is shifted to the stop position, and to the unlock position when the brake is operated. A driven locking lever is provided, and the locking lever driven to the locked position enters into the control shaft in contact with the lower edge of the hole and engages a locking recess provided in the compression rod in the control shaft. The structure is such that it engages with the Therefore, when attempting to move the compression rod downward without operating the brake, the operating force applied to the compression rod is only input to the lower edge of the hole via the pawl. This operating force is not input to the driving means for driving the lock lever, and therefore, the electromagnetic actuator and the like constituting the driving means are large and large in relation to the operating force.
There is no need to use something strong. Furthermore, since the lock lever only needs to be driven with a stroke amount that allows it to engage with the locking recess provided in the compression rod inside the control shaft through the hole, the stroke amount of the lock lever is minute. Therefore, the stroke amount of the drive means for driving the lock lever also becomes minute. Therefore, as mentioned above, no operating force is applied to the drive means and the stroke amount is small, making it possible to downsize the electromagnetic actuator etc. that constitute the drive means, reducing weight and cost. It is possible to achieve this, and it is also possible to reduce power consumption. Further, as a result of being able to downsize the electromagnetic actuator and the like constituting the driving means, it also has the practical effect of reducing abnormal noise when the electromagnetic actuator operates.

[Brief explanation of drawings]

Figure 1 is a front view showing one embodiment of the present invention;
The figures are a sectional view taken along the arrow in FIG. 1, FIG. 3 is a view taken along the arrow A in FIG. 1, and FIG. 4 is a block circuit diagram of the same embodiment.
FIG. 5 is a sectional view corresponding to the line arrows in FIG. 1 showing the operating state of the same embodiment, and FIG. 6 is an explanatory diagram showing a conventional device. 23... Peripheral wall, 24... Control shaft, 29... Compression rod, 32...
Locking recess, 35... Day tent plate, 46...
... Detent pin, 52 ... Hole, 54 ... Lock lever, 57 ... Lower edge, 58 ... Electromagnetic actuator (driving means).

Claims (1)

[Scope of utility model registration request] A rotatable control shaft is provided with a detent pin that shifts together with the control shaft, and a running position and a stop position for selectively positioning the detent pin are formed on the side of the control shaft. While a day tent plate is installed,
In a structure in which a compression rod is disposed inside the control shaft and moves downward in response to a pressing operation to release the detent pin from each of the positions, a compression rod is provided around the periphery of the compression rod. A locking recess is provided, and a hole facing the locking recess is formed in the peripheral wall of the control shaft, and a hole that contacts the lower edge of the hole and enters the inside of the control shaft is formed on the outside of the peripheral wall to form the locking recess. A rotatable lock lever is pivotally installed at a lock position where the lock lever engages with the recess and an unlock position where the lock lever is disengaged from the locking recess, and the lock lever is moved to the lock position based on a shift operation of the control shaft to the stop position. 1. A speed change operation device for an automatic transmission, characterized in that a drive means is provided for driving the vehicle to the unlock position and to the unlock position based on a brake operation.