JPH029382Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention relates to a shift lever device for selecting a shift range of a vehicle equipped with an automatic transmission, that is, an automatic vehicle.

[Conventional technology]

The automatic transmission range of a car is normally Park (P), Reverse (R), Neutral (N),
Drive (D), 2nd gear (2), and Low (L) ranges are set, and the shift lever is operated by sliding back and forth in the direction of travel of the car to select each shift range in the above order. I am forced to do it. The manual valve in the hydraulic control device of the automatic transmission is designed to easily switch to any gear range even when the vehicle is stopped.
Therefore, even if you inadvertently touch the shift lever while driving with the shift lever in the drive (D) range, the shift lever may move and shift the manual valve to the reverse (R) range. If present, it will adversely affect the durability of the automatic transmission. Therefore, in order to operate the shift lever from the neutral (N) position to the reverse (R) range, the shift lever is mechanically restrained so that it cannot be moved by only the force of pushing the shift lever back and forth. That is, the knob button provided in the opening formed on the driver's seat side from the protruding part of the shift knob fixed to the upper end of the shift lever so as to protrude rightward is pushed against the spring bias. By sliding the date end rod, which is linked to the shift button via a linking mechanism such as a cam, into the lever pipe and releasing the mechanical restraint, the shift button can be moved between a specific gear range (for example, between P and R). , between P and N, between 2 and L)
For the first time, it is possible to operate the shift lever.

[The problem that the idea aims to solve]

In recent years, with the development of expressways and the ability to drive at high speeds, and from the perspective of saving oil resources, internal combustion engines have started to run at lower rotational speeds. Drive devices began to be installed in automatic transmissions. The switching between a state in which shifting to the overdrive stage is possible and a state in which it is prohibited is performed by energizing and de-energizing a solenoid valve provided in the hydraulic control device, rather than by switching a manual valve. In addition to the shift lever, it became necessary to have a switch to control the overdrive mechanism to upshift or downshift the overdrive (OD).

The switch for controlling the overdrive mechanism is a switch independent of the manual valve in the hydraulic control system of the automatic transmission, and therefore also independent of the shift lever for operating the manual valve. It was installed in places around the driver's seat of the car, such as on the steering column.

By the way, in general, when the driver is about to go downhill while driving, the driver tries to gradually apply the engine brake as necessary, and first turns off the overdrive switch operating means in the drive (D) range and turns off the overdrive. In addition, if the engine brake is not effective, the shift lever is shifted to the 2nd range for engine brake.

Also, as the downward slope gradually becomes gentler, it is necessary to first switch the shift lever to the drive (D) range and then turn on the overdrive switch operating means. However, if the overdrive switch operating means is located on the dash board or steering column as in the conventional example described above, the overdrive switch operating means in the drive (D) range may be mistaken for driving with the overdrive switch operating means in the drive (D) range off when actually driving in the 2nd range. Even if you turn on the overdrive switch and try to enable overdrive, it is actually in the 2nd range, so the engine brake is not released and the deceleration continues for a long time against the driver's will, resulting in a decline in driving performance. There was a problem. That is, since the shift range position is not always checked when the overdrive switch operating means is switched, there is a problem in that it is difficult to gradually release the engine brake.

In addition, since the overdrive switch operating means is located separately from the shift range switching operating means, when operating the overdrive switch operating means, it is necessary to visually check it or reach out with your hand in that direction. Since it is necessary to operate the engine brake, it is not possible to perform a series of operations to apply the engine brake continuously, and there is a problem in that it is difficult to gradually control the engine brake to a desired state.

The present invention is intended to solve the above-mentioned problems, and its purpose is to facilitate driving operations in connection with the operation of the overdrive control switch operation means and the shift lever, and to provide a series of An object of the present invention is to provide a shift lever device for an automatic vehicle that allows continuous engine braking operation.

[Means to solve the problem]

In order to solve the above-mentioned problems, the system lever device for an automatic vehicle of the present invention has a system that moves in the length direction of the lever pipe inserted into a groove formed in the upper housing. A day tent rod can be freely installed inside the day tent rod, and a knob button is provided on the shift lever knob provided at the top of the lever pipe, and the day tent rod is attached to the day tent rod by making the knob button act on a sleeve fixed to the upper end of the day tent rod. In a shift lever device for an automatic vehicle in which a shift position can be selected by lowering a tent rod end, an overdrive switch operating means is provided near the knob button and at a position below the knob button.

Preferably, the operating direction of the overdrive switch operating means is substantially perpendicular to the shifting direction of the shift lever.

[Effect]

According to the shift lever device for an automatic vehicle configured as described above, when switching the overdrive switch operating means, the driver can always touch the shift lever at the same time and check the range position of the shift lever by the inclination angle of the shift lever. Therefore, it is easy to switch the overdrive switch only in the range where the overdrive actually switches, and therefore, it is easy to switch the overdrive switch only in the range where the overdrive actually switches.
It is possible to avoid operating the overdrive switch operating means in a range other than the range, and furthermore, a series of engine braking operations can be carried out smoothly and continuously in a short period of time.

[Example of idea]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be sequentially described below with reference to illustrative embodiments.

1 is approximately T attached to the top of the lever pipe 5
The shift lever knob is shaped like a letter, and a knob button 2 is slidably inserted into the side surface of the shift lever knob, and a sleeve 3 connected to a detent rod 4 is fitted into the shift lever knob 1 so as to be able to move up and down. , the slope of this sleeve 3 is always in contact with the end surface of the knob button 2. Therefore, knob button 2
When pushed in, the sleeve 3 descends and pushes down the detent rod 4.

Furthermore, a sliding member 7 that is slidable with respect to the lever pipe 5 is fitted into the upper end of the lever pipe 5 that is fitted into the shift lever 1 . A spring member 16 is attached to the sliding member 7, which has a ring-shaped lower part and has an elastic piece 16a standing upward from the ring-shaped part. The elastic piece 16a of the spring member 16 is formed with a protrusion 16b that engages with the protrusion 5a formed on the lever pipe 5 above and below. Further, the upper end of a switching rod 6 located within the lever pipe 5 is fixed to the sliding member 7. Furthermore, a switch knob (overdrive switch operating means) 20 is attached to the sliding member 7 through through holes 1a and 5b formed in the shift lever 1 and lever pipe 5 (FIG. 2).

In the state shown in FIG. 2, the switch knob 20 is maintained in the state shown in FIG. 2 with the protrusion 16b of the spring member 16 engaged above the protrusion 5a of the lever pipe 5. When the switch knob 20 is pushed down from this state with a force stronger than the engagement force between the protrusions 16b and 5a, the protrusion 16b overcomes the protrusion 5a and is engaged and held on the lower side.

An end piece 10 is fixed to the other end of the switching rod 6 via a low end 9, and a lever window 17 provided in the lever pipe 5 is fixed to the other end of the switching rod 6.
It protrudes from the lever pipe 5. There is a contact point of the switch outside the lever pipe 5 and close to the lever window 17, and the end piece 1
It is arranged so that it can be opened and closed by a displacement of 0.

As shown in FIG. 1, the contact point of the switch is located in a micro switch 11 fixed to an upper housing 8 in the first embodiment, and is opened and closed via a switch actuator 12. Further, instead of the micro switch 11, fixed contacts 25, 25' are provided in the upper housing 8 as shown in FIG. 3, and the end piece 10 in FIG.
A switch may be constructed by doing so.

Reference numeral 13 denotes a detent rod end, which is connected to the lower end of the detent rod 4, and a pin 14 is attached to the detent rod end by penetrating it approximately in the center thereof. One end of the pin 14 is associated with the detent plate 15 and limits the rotational movement of the lever pipe 5.

In addition, date rod end 13, pin 14
and detent plate 15, which will be described later.
Since the detent rod end 106, pin 107 and detent plate 108 in the third embodiment shown in the figures are completely the same, please refer to the explanation of the third embodiment shown in FIGS. 6 and subsequent figures for the operation.

Furthermore, in this type of shift lever, since the detent rod 4 is normally located inside the lever pipe 5, the switching rod 6 may be arranged parallel to the detent rod 4 as shown in FIG. As shown in the second embodiment, a switching pipe 6' may be arranged substantially concentrically with the detent rod 4.

Next, the operation of the above-described configuration will be explained.

By operating the switch knob 20 attached to the shift lever knob 1 from the position to the opposite position, the switching rod 6 or the switching pipe 6' moves downward or upward, and similarly The end piece 10 is displaced downward or upward. In the first embodiment shown in FIG. 1, the displacement of the end piece 10 operates the switch actuator 12 of the micro switch 11 to open and close the switch. In the second embodiment shown in FIG. 3, the end piece serves as a movable contact 10' for switching between fixed contacts 25, 25' mounted on the upper frame 8.

Here, the micro switch 11 or the fixed contacts 25, 25' and the movable contact 10' are switches that control the overdrive operation, and are operated only when the shift lever is in the drive position (D).

Next, a third embodiment shown in FIGS. 5 to 9 will be described. Reference numeral 101 denotes a normal shift lever operation knob, and a switch operation knob 112 described later.
In FIG. 7, a moderation ridge 101a and a switch operation knob 112 are shown in FIG. 105.

Reference numeral 102 denotes a knob button, which is always biased to the right in FIG. 6 by a knob button return spring 110, and is maintained in the state shown in FIG. 5 unless the occupant presses the knob button 102.

Reference numeral 103 denotes a sleeve, which is connected to a detent rod 104 (described later), and has a stop portion 103 associated with a knob contact surface 103a and a switch operation knob 112.
Consists of b. When the knob button 102 is pressed, it contacts the knob contact surface 103a, causing the sleeve 103 to move downwardly as shown in FIG. 5, and as a result, the detent rod 104 also moves downwardly.

Reference numeral 104 denotes a detent rod, which has a sleeve 103 connected to its upper end and a detent rod end 106 connected to its lower end.
It moves up and down by sliding a switch operation knob 112, which will be described later.

105 is a lever pipe with an operation knob 101 at the top end
is suspended, and the lower end is fixed to a center of rotation (not shown). Therefore, if the knob button 102 is pushed and the operation knob 101 is operated in the front direction or the opposite direction (back direction) in FIG. 5, the rotation operation is performed.

A detent rod end 106 is connected to the lower end of the detent rod 104, and a pin 107 is suspended approximately at the center thereof.

One end 107a of the pin 107 is associated with the detent plate 108 and restricts the rotational movement of the lever pipe 105, as well as the detent plate 10.
8 consists of a notch part 108a and a body fixing part 108b as shown in FIG. You cannot move to any other position unless you move in that direction.

Also, as shown in Figure 9, the shape of the current day tent play is as shown by the dotted line,
In the present invention, in order to obtain the operating stroke of the switch, it is provided deep to the position shown by the solid line. Therefore, the operation stroke of the shift lever built-in switch is from the solid line to the dotted line, and the part below the dotted line can be considered to be the current shape of the detent plate.

109 is an indicator fixed to the body 118, which is activated by the rotational movement of the lever pipe 105.
It is configured to display the operating status of the automatic transmission: parking (P), reverse (R), neutral (N), drive (D), second gear (2), and low (L).

110 is a return spring for the knob button 102. Reference numeral 111 denotes a return spring for the detent rod 104, which constantly urges the integrally connected sleeve 103, detent rod 104, and detent rod end 106 upward in FIG. It stops at the position where it touches.

Reference numeral 112 denotes a switch operating knob having an operating portion 112a, which is suspended from the window portion 101b of the operating knob 101 so as to be slidable in the vertical direction. In addition, the operation load of the switch operation knob 112 has moderation due to the moderation crest 101a provided on the inner surface of the operation knob 101 and the moderation ball 113 and moderation spring 114 provided at the tip hole of the switch operation knob 112.
When the switch operation knob 112 is in the state shown in FIG.
It has a load that can restrict it to the state shown in the figure.

Further, the body portion 118 includes a fixed contact 115,
The movable contact 116 and the contact 117 fixed to its tip constitute a switch part, and when the switch operation knob 112 is in the position shown in FIG. 5 (FIG. 7), the protrusion 107b of the pin 107 comes into contact with the contact 117. However, the movable contact 116 is deflected and comes into contact with the fixed contact 115, thereby turning on. In addition, in this state, date rod 10
The pin 107 of No. 4 is in the position shown by the dotted line in Fig. 9, and even if you try to operate the shift lever in this state, it will be restricted by the detent plate 108, so it will not move to any position other than the neutral (N) or drive (D) position. Not possible. In other words, the function of the current shift lever is not obstructed in any way.

The body 118 also rotatably suspends the lever pipe 105, and the detent plate 108,
The fixed contact 115, the movable contact 116, the indicator 109, etc. are fixed. and the body 118
It is fixed to the chassis or frame (not shown) of the vehicle.

Next, the operation of the above-described configuration will be explained.

Figure 5 (Figure 7) shows the switch ON state.
The figure (Fig. 8) shows the switch OFF state. To explain from the switch OFF state, the switch operation knob 112 is in the position shown in FIG.
The stop portion 103b of the sleeve 103 is not restricted by the switch operation knob 112 and is in a position where it comes into contact with the knob button 102 as shown in FIG.

If the knob button 102 is pushed in this state, the detent rod 104 can be operated over its full stroke. Therefore, by operating the knob button 102, the pin 107 is lowered in FIG.
It is movable regardless of 08a. This state is no different from the action of a normal shift lever.

Next, when the switch operation knob 112 is moved from FIG. 8 to the switch ON state shown in FIG. come to the position. As a result, the movable contact 116 and the fixed contact 115 come into contact, and the switch
It becomes ON state.

In addition, the moderation load of the switch operation knob 112 is
Since the load is set sufficiently higher than the load of the detent return spring 111, the switch operation knob 1
Even if the driver releases his/her hand from step 12, the state shown in FIG. 8 does not return. Furthermore, even if an attempt is made to operate the shift lever in this state, it is restricted by the notch 108a of the detent plate 108, so it cannot be moved to anything other than drive (D) and neutral (N), which is no different from the current situation.

Next, when operating the knob button 102 in this state, the date rod 104 is moved from the switch operating knob 112 by pushing the operating knob 112.
Since the pin 107 can be moved downward regardless of (downward only), the pin 107 can be moved further downward than the position shown in FIG. 5, and the shift lever can therefore be freely rotated. In other words, the switch operation knob 112 only partially restricts the upward operating range of the day tent rod 104 (above the dotted line in FIG. 9) and has no relation to the downward direction, so there is no problem in normal shift lever operation. .

In addition, the switch parts such as the fixed contact 115 and the movable contact 116 are provided at the drive (D) position in Fig. 9, so if the shift lever moves to a position other than the drive (D) position, the switch part automatically turns OFF. becomes. In other words, the switch part is driven by the shift lever.
(D) and is turned ON only when the switch operation knob 112 is in the position shown in FIG. 5 (FIG. 7).

[Effect of idea]

As mentioned above, in the present invention, the switch operating means for controlling overdrive is located near the knob button.
Since it is located below the knob button, overdrive can be controlled with one's hand on the shift lever, and the hassle of searching for a switch operation means to control overdrive can be reduced, making it easier for the driver to It is easy to operate the overdrive control related to the shift lever, and has excellent responsiveness, allowing the range switching of the shift lever and the operation of the overdrive control to be performed simultaneously and continuously while driving.
The engine brake operation and the operation from the engine brake state to the acceleration state can be performed quickly and accurately, and the overdrive switch operated by the overdrive switch operating means is located below the knob button and on the lever pipe. Since the pin is provided above the pin that interlocks with the date rod so as to restrict the rotational movement of the shift lever knob, the structure of the portion of the shift lever knob above the knob button does not become large, and the upper surface of the shift lever knob and the knob button are not required. Since the knob buttons can be placed close to each other according to the shift direction, it is possible to maintain good operability of the knob button.Furthermore, if the operating direction of the overdrive switch operating means is configured to be approximately perpendicular to the shifting direction of the shift lever, the shifting direction of the shift lever can be adjusted. Even if the overdrive switch operating means comes into contact with a foreign object (for example, luggage in the vehicle interior) during operation, the overdrive switch operating means is less likely to be turned on or off. .

[Brief explanation of the drawing]

The figures show an embodiment of the shift lever device for an automatic vehicle according to the present invention. Fig. 1 is a longitudinal sectional view of the first embodiment, Fig. 2 is a sectional view taken along the line - - of Fig. 4 is a vertical sectional view of another embodiment of the switch contact portion in the figure, FIG. 4 is a longitudinal sectional view of the second embodiment, and FIG.
The figure is a longitudinal sectional view of the third embodiment, FIG. 6 is a longitudinal sectional view of the same switch in the OFF state, FIGS. 7 and 8 are longitudinal sectional views of the vicinity of the switch knob, and FIG. 9 is a detent plate. FIG. 4,104...Deitenrod, 6,6'...
...Running rod, 5,105...Lever pipe, 17...
Window, 20,112...Switch Nobu.

Claims (1)

[Claims for Utility Model Registration] (1) Detent rod 4 is inserted into the lever pipe 5, 105 inserted into the groove formed in the upper housing 8, 109 so as to be movable in the longitudinal direction of the lever pipe. , 104 internally, and a knob button 2, 10 is attached to the shift lever knob 1, 101 provided at the top of the lever pipe.
2, and the detent rod end 13,1 is attached to the detent rod by acting the knob button on the sleeve 3,103 fixed to the upper end of the detent rod.
In the shift lever device for an automatic vehicle in which the shift position can be selected by lowering the shift lever, the overdrive switch operating means 20, 112 is provided in the vicinity of the knob button 2, 102 and at a position below the knob button; pins 14, 10 located below the knob button and interlocked with the detent rod to constrain rotational movement of the lever pipes 5, 105;
an overdrive switch 11, 10', 25, 25', 115, 11 which is provided at a position above 7 and is connected to the overdrive switch operating means and is operated by the operating means;
6,117. A shift lever device for an automatic vehicle, characterized by comprising: (2) the overdrive switch operating means 20;
The operating direction of 112 is the shift lever 1, 10.
The utility model registration claim No.
A shift lever device for an automatic vehicle described in (1).