JPH04173432A - Operation device for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To perform safe shift operation by rockably disposing an automatic shaft operation lever to an instrument panel, positioned facing a steering wheel, in a state that steering operation is practicable by means of fingers placed on a steering wheel. CONSTITUTION:An automatic transmission 12 is formed such that the drive force of an engine 14 is transmitted to a drive wheel and a hydraulic valve 16 to switch a running range is provided. In this case, an operation device 10 drives a hydraulic valve 16 by a driver according to manual operation of an operation lever 18 to switch a running range. The operation lever 18 is rockably mounted on a lever mounting mechanism 20. Further, operation of the operation lever 18 is transmitted to a hydraulic valve 16 of the automatic transmission 12 through a transmission wire 22. The operation lever is arranged at an instrument panel central expansion part 34A in a range where a finger is stretched to operate in a state that a driver grips a steering wheel 38 by hands.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a vehicle automatic transmission for switching and driving a hydraulic valve for changing the driving range of the automatic transmission by operating a control lever. It relates to an operating device.

[Prior Art] Conventionally, operating devices for automatic transmissions for vehicles have been set to be directly mechanically connected to a hydraulic valve for switching the driving range of the automatic transmission, and to be moved by the driver's hand. The vehicle is equipped with a select lever as a gear shift operating means, and by moving this select lever to the desired driving range position, the driver changes the valve position of the hydraulic valve and switches the desired driving range. It is set as follows.

In such a manual operation device, the select lever may be a floor type that is disposed between a driver's seat and a passenger seat, or a column type that is disposed on a steering column.

[Problem to be Solved by the Invention] Here, in such a conventional automatic transmission operating device, when switching the driving range, the driver takes his hands off the steering wheel and grips the select lever again. , will work to move this. On the other hand, when changing the shift position of a manual transmission, similarly,
The driver must take his hands off the steering wheel and grip the shift lever again.

In this way, whether it is an automatic transmission or a manual transmission, in a conventional transmission, the speed change operation (changing the driving range in an automatic transmission, and changing the shift position in a manual transmission) In order to perform a switching operation, one must take one hand off the steering wheel and re-grip the select lever or shift lever. During that time, the steering wheel is held with one hand, that is, the vehicle is operated with one hand. Not preferable from a safety standpoint.

This invention has been made in view of the above-mentioned problems, and an object of the invention is to provide an operating device for an automatic transmission for a vehicle that allows the vehicle to travel safely when performing a gear change operation in an automatic transmission. It is to be.

[Means for Solving the Problems] In order to solve the above-mentioned problems and achieve the objectives, an operating device for a vehicle automatic transmission according to the present invention includes a hydraulic valve for switching the travel range of the automatic transmission; The control lever is connected to the hydraulic valve and switches the driving range in the hydraulic valve by swinging the driving range to be set sequentially along a predetermined locus, and this operating lever is connected to the steering wheel. The steering wheel is swingably disposed on the instrument panel facing the steering wheel so that at least the forward travel range can be changed and operated by the fingers of the hand placed on the steering wheel.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the steering wheel is rotatably attached to a steering column fixed to the instrument panel.

Further, the operating device for a vehicle automatic transmission according to the present invention includes:
In order to arbitrarily set the driver's seating position relative to the steering wheel, which is fixed in position with respect to the instrument panel, the seat cushion can be slid forward and backward, the seat cushion can be tilted relative to the floor, and the seat back can be adjusted to the seat position. It features a driver's seat that can be tilted relative to the cushion.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the driver's seat may be configured to be electrically driven, and may include a manual switch for setting the seating position with respect to the steering wheel in an optimal state. It is a feature.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, as the driving range, a parking range, a reverse range, a neutral range, a forward drive range, a forward 2nd speed range, and a forward 1st speed range are sequentially defined, and the neutral range , forward drive range, forward 2nd speed range,
The first forward speed range is set by moving the operating lever within an operable range of fingers of a hand placed on the steering handle.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the parking range and the reverse range are such that the operating lever moves to a position out of the operable range of fingers of a hand placed on the steering handle. It is characterized by being set by

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, a wiper switch is arranged on a side of the steering column where the operating lever is provided,
A direction indicating lever is disposed on a side of the steering column opposite to the side where the operating lever is provided, the wiper switch is attached to be rotatable about its own central axis, and the operating lever is It is characterized by being attached so that it can swing freely along the vertical direction.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the wiper switch is disposed on a side surface of the steering column on the side where the operating lever is provided.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, a wiper switch and a direction indicating lever are arranged on the opposite side of the steering column to the side where the operating lever is provided. It is characterized by things.

The operating device for an automatic transmission for a vehicle according to the present invention is characterized in that a light switch is disposed on a side of the steering column where the wiper switch and direction indicator lever are disposed. There is.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the operating lever is mechanically connected to the hydraulic valve via a transmission wire.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the operating lever is supported so as to be swingable up and down about an axis extending along the width direction of the vehicle body.

In the operating device for an automatic transmission for a vehicle according to the present invention, the operating lever may include a lever main body that extends substantially along the front-rear direction of the vehicle body, and a lever body that is attached to the tip of the lever main body and that extends toward the rear of the vehicle body. , and a finger operation section that is formed to gradually move away from the steering wheel and that can be engaged with fingers of a hand placed on the steering wheel.

[Function] As described above, since the operating device for a vehicle automatic transmission according to the present invention is configured, the driver can put both hands on the steering wheel and use the fingers of one hand, for example, the left hand. The driving range can then be changed by operating the control lever located on the instrument panel. As a result, while the vehicle is running,
It is possible to switch the driving range without taking your hands off the steering wheel, and a safe driving state of the vehicle can be achieved.

[Embodiment] Hereinafter, the configuration of an embodiment of the operating device for a vehicle automatic transmission according to the present invention will be described in detail with reference to the accompanying drawings.

The operating device 10 of this embodiment, as shown in FIG.
The automatic transmission 12 is configured so that the driving range switching operation can be performed manually. The automatic transmission 12 also transmits the driving force of the engine 14 to a drive shaft.
In this embodiment, the power is transmitted to the front wheels (not shown). Here, the automatic transmission 12 is of a commonly used type that includes a hydraulic valve 16 for switching the travel range, and its configuration is well known, so a description thereof will be omitted here.

The operating device 10 of this embodiment operates as described above in response to manual operation by the driver of the operating lever 18 (detailed configuration and mounting thereof will be described later), which is a feature of the present invention. The driving range is switched by manually driving the hydraulic valve 16. That is, this operating device 10 includes the above-mentioned operating lever 18, a lever mounting machine [20] to which the operating lever 18 is swingably mounted, and an automatic transmission 12 that allows the driver of the vehicle to operate the operating lever 18. A transmission wire 22 for transmitting data to the hydraulic valve 16 is provided.

Here, as shown in FIG. 2, the above-mentioned automatic transmission 12 is provided with an inhibitor switch 24 that indicates the state of the switched driving range in accordance with the switching state of the driving range by the hydraulic valve 16. That is, this inhibitor switch 24 corresponds to the parking range "P", the reverse range "R", the neutral range "N", the forward drive range rDJ, the forward 2nd speed range "2J", and the 1st forward speed range "1". Contacts SP, S8, SN
, 8 ports, s2, sl, and these contacts Sp, S*, S, , S, depending on the range switching state of the hydraulic valve 16.
, Sat s, and a pivot lever 26 that rotates so as to selectively contact .

1, 4, each contact SP, s11. sH, s0, S2, S
, are connected to the control unit 28. In this way, the inhibitor switch 24 is configured to output an inhibitor signal to the control unit 28 only from the contacts SP, S*, S, , S, , S, , , Sl contacted by the swing lever 26 .

The control unit 28 is configured to receive the inhibitor signal and display the currently set driving range on a display 98 of the meter panel 36, which will be described later. Further, this control unit 28 outputs a control signal that allows the starting operation of the engine 14 by an ignition switch (not shown) only when an inhibitor signal is output from the contact point SP corresponding to the parking range "P", and After starting the engine 14, an interface (described later) is provided to allow the operation lever 18 to shift from the parking range rPJ to another driving range only when the brake pedal (not shown) is depressed and the brake switch (not shown) is turned on. The locking mechanism 90 is configured to output a control signal that causes the locking pin 94 to be pulled down.

The operating lever 18 of the operating device 10 having the general structure described above will be described in detail with reference to FIGS. 3 and subsequent figures.

First, before specifically explaining the configuration of this operating lever 18, the interior configuration of the vehicle in which this operating lever 18 is disposed will be explained.

As shown in FIG. 3, in front of the driver's seat 30 and passenger seat 32, an instrument panel 34 made of synthetic resin is integrally installed in the vehicle width direction (hereinafter simply referred to as the vehicle width direction). It is arranged. A meter panel 36 is integrally and continuously connected above the instrument panel 34.

Although not shown in the figure, in the part of the meter panel 36 facing the driver's seat 30, a main panel part 36A in which a speedometer and a tachometer are disposed is gently tilted toward the driver's seat 30, that is, toward the rear. It is integrally formed in a bulging state.

On the other hand, the instrument panel 34 has a central bulging portion 34A that is located approximately midway between the driver's seat 30 and the passenger seat 32, and a portion that faces the driver's seat 30. The steering column 34B is integrally provided with a steering column 34B that suddenly protrudes toward the rear. That is, the central bulge 34A and the steering column 34B are formed in parallel with each other. Although not shown, a steering wheel 38 (FIG. 1,
It is shown in FIGS. 4 and 5. ) is rotatably attached.

Further, the above-mentioned operating lever 18 is disposed on the driver's seat 30 side portion (ie, the right side portion) of the central bulging portion 34A. The arrangement range of the operating lever 18 will be described in detail later, but the range in which the driver can operate the operating lever 18 by extending at least the middle finger of his left hand while gripping the steering wheel 38 with both hands is as follows. is set to .

As described above, since the operating lever 18 for switching and setting the driving range of the automatic transmission 12 is disposed in the central bulge 34A of the instrument panel 34, the operating lever 18 and the automatic transmission 12 are The transmission wire 22 that mechanically connects the hydraulic valve 16 to each other can be routed by simply passing through a dash panel (not shown) that separates the interior of the vehicle and the interior of the engine room. On the other hand, the steering column 34B can be considered as a part where the operating lever 18 is arranged within a range where it can be operated by extending the fingers of the hand placed on the steering wheel 38. However, the operating lever 18
is installed on the steering column 34B, the transmission wire 22 that mechanically connects the operating lever 18 and the hydraulic valve 16 to each other is connected to the steering column 34B.
4B needs to be extended along the steering shaft, inserted into the instrument panel 34A, and then routed to pass through the dash panel. For this reason, the operating lever 18 can be moved to the instrument panel 34.
Compared to the case where the transmission wire 22 is disposed in A, the sliding resistance of the transmission wire 22 increases, and therefore the operating resistance of the operating lever 18 increases, which is not preferable.

On the other hand, in a passenger car, in order to ensure safety in the event of a frontal collision, the steering shaft is configured such that its axial length can be shortened within the steering column 34B. Here, as mentioned above,
If an attempt is made to arrange the operating lever 18 on the steering column 34B, the operating lever 18 will get in the way, and there is a possibility that the shock absorption mechanism will not operate reliably. In addition, even if the operating lever 18 is provided, in order to ensure that the shock absorption mechanism operates reliably, it is necessary to make significant improvements to the conventional shock absorption mechanism, which increases cost and is not desirable. do not have.

In this embodiment in which the operating lever 18 and the automatic transmission 12 are mechanically connected in this way, it is optimal to arrange the operating lever 18 on the instrument panel 34A.

Here, as is clear from the above description, the central bulge 34A protrudes toward the interior of the vehicle, so there is a possibility that the driver will run into it in the event of a head-on collision. Therefore, from the perspective of preventing danger, the rigidity of this central bulge 34A is set small, so that when the driver collides with it,
This central bulge 34A is easily deformed and effectively absorbs this impact force, thereby minimizing damage to the driver.

In this embodiment, since the steering column 34B is integrally formed with the instrument panel 34, the steering wheel 38 attached to the steering column 34B does not tilt. , the relative positional relationship between the steering wheel 38 and the operating lever 18 is maintained constant. Therefore, the relationship intended in the present invention, in which the driver can operate the operating lever 18 by extending at least the middle finger of the left hand while maintaining the state in which the driver grasps the steering wheel 38 with both hands, is not possible. It will be held constant.

Here, as described above, the steering wheel 38 does not tilt and its arrangement state, that is, its arrangement posture is fixed constant, so that the steering wheel 38 is , it is impossible to adjust or change the arrangement position of the steering wheel 38 depending on the seating position of the driver. Therefore, in this embodiment, the driver's seat 30 is configured to be electrically driven, and by adjusting and changing the posture of the driver seated on the driver's seat 30, the steering wheel 3
It is possible to realize the optimum driving posture for 8. Note that the configuration of this electrically driven driver's seat 30 will be described later.

Furthermore, in this embodiment, the steering column 3
A direction indicating lever 40 is provided on the right side of 4B, and a wiper switch 42 is provided on the left side. This operating lever 18 is configured as a so-called stroke contact type switch. Specifically, the operating lever 18 is located at the center bulging portion 34A of the instrument panel 34 on the surface where the steering wheel 38 is disposed, that is, the steering wheel 38 at the steering column 34B.
It consists of a rocking switch that is swingably attached at one end to the mounting surface of 8 and the surface between the road and the road.

Further, the swing axis SA of the operating lever 18 is set to extend substantially along the vehicle width direction, although the details will be described later. On the other hand, the wiper switch 42 described above is configured to be rotatable about its own central axis CA, and the central axis CA is set to extend substantially along the vehicle width direction. In this way, in this embodiment, the operating mode of the wiper switch 42 and the operating mode of the operating lever 18 are clearly distinguished, and therefore, by operating the wiper switch 42, the operating mode of the operating lever 18 The wiper switch 42 is also prevented from being operated by mistake by operating the operating lever 18.

Here, the arrangement position of the operating lever 18 in the central bulging portion 34A of the instrument panel 34 is as shown in FIG. When a driver seated in the driver's seat looks forward while holding both sides of the steering wheel 38 at the so-called 8:20 position with both hands, the driver can press the operating lever 1 through the space in the steering wheel 38.
8 can be visually recognized, and the steering wheel 38 is also configured as a three-spoke type to ensure this visibility. In detail, this steering wheel 38 includes a ring-shaped wheel body 38a and three spokes 38b set to extend along the radial direction at 3 o'clock, 6 o'clock, and 9 o'clock directions, respectively. , 38c, and 38d.

On the other hand, as shown in FIG. 5, the operating lever 18 is extended along the vehicle width direction by a lever mounting mechanism 20 disposed in the internal space of the central bulge 34A of the instrument panel 34. It is attached to be able to swing freely around the rotation axis and to be able to reciprocate along the vehicle width direction. and,
This operating lever 18 has a lever main body 1 that is inserted through a slit 44 formed along the vertical direction in the central bulging portion 34A.
8a and the tip of this lever body 18a taken out into the vehicle interior (i.e., the rear end in the longitudinal direction of the vehicle body), and as shown in FIG. 6, the extension of this lever body 18a Gradually from the direction, steering wheel 3
8 and a finger operation section 18b formed so as to be spaced apart from the finger operation section 18b.

Here, this slit 44 is formed in a substantially straight shape, and its length in the width direction is such that, while receiving the base end of the finger operation part 18b, the slit 44 can be removed from, for example, the parking range rPJ. , is large enough to allow movement in the vehicle width direction, and its length in the vertical direction is such that the finger operation part 18b moves from the parking range rPJ setting position defined at the uppermost position to the lowermost position. The respective sizes are set to be large enough to allow swinging to the first forward speed range rlJ setting position specified in .

In other words, this slit 44 is relatively thick (formed) in this way, so if it is left as it is, the inside of the central bulging portion 34A can be seen through this slit 44, which is a design problem. From this point of view, this is undesirable.
8, a display panel 46 is attached to the inner surface of the instrument panel 34 defining the central bulge 34A so as to cover the slit 44 from the rear surface.

This display panel 46 is integrally formed from a synthetic resin having low rigidity, and includes a panel body 46a that is tightly attached to the inner surface of the central bulging portion 34A, and an edge 46b that surrounds the panel body 46a. . This panel body 46
A gate groove 46c, the shape of which will be explained in detail later, is formed in a, and has the same shape as a guide groove for regulating the switching operation of the travel range by the operating lever 18.

Further, on the side of this gate groove 46c, at positions corresponding to each driving range, from top to bottom, "P" indicates the parking range, "i'-rRJ" indicates the reverse range, and "I'-rRJ" indicates the neutral range. "N", "DJ" indicating the forward drive range, "2" indicating the forward 2nd speed range, and "1" indicating the forward drive range.
Alphanumeric characters "1" indicating the speed range are drawn in sequence.

Here, the gate groove 46 formed in this display panel 46
The inside of the central bulging portion 34A can also be seen through the center bulging portion 34A. Therefore, in order to prevent the inside from being seen through the gate groove 46c, a blind sheet 48 is provided on the back surface of the panel body 46a. This blindfold sheet 4
8 is fixed at its center to the lever main body 18a of the operating lever 18, which is inserted through the gate groove 46c. Also,
The upper and lower ends of this blindfold sheet 48 have through holes 46d and 4 formed in the upper and lower parts of the edge 46b of the display panel 46, respectively.
6e, they can be taken out and taken out vertically.

With this configuration, the blindfold sheet 48 moves integrally with the operating lever 18 along the back surface of the panel main body 46a of the display panel 46 in accordance with the swinging motion of the operating lever 18. As a result, the blind sheet 48 can always close the gate groove 46c and prevent the inside of the central bulge 34A from being seen through, without impeding the swinging of the operating lever 18.

Next, the configuration of the lever attachment mechanism 20 mentioned above will be explained in detail.

Install this lever! As described above, the I structure 20 swingably supports the operating lever 18 and transmits the manual swinging driving force of the operating lever 18 by the driver to the transmission wire 2.
2 to the hydraulic valve 16 of the automatic transmission 12.

Here, a mounting vibe 50 for the instrument panel is disposed in front of the instrument panel 34 so as to extend over the entire width in the vehicle width direction. Both ends of this mounting vibe 50 are fixed to a center pillar (not shown), respectively. A hollow attachment member 52 is fixed to a portion of the attachment vibe 50 corresponding to the driver's seat 30.

A surface 52a of this mounting member 52 facing the vehicle interior is set to be parallel to the extending surface of the steering wheel 38, and the above-mentioned lever mounting mechanism 20 is attached to this mounting surface 52a.
is attached.

That is, this lever attachment mechanism 20 includes a hollow housing 54 that is attached to the attachment surface 52a of the attachment member 52 described above. Here, the surface of the housing 54 that is attached to the attachment surface 52a of the attachment member 52 is open over the entire surface. In addition, the above-mentioned mounting member 5
A communication port 52b for communicating with the housing 54 attached thereto is formed on the mounting surface 52a of No. 2. In this way, the housing 54 is attached to this mounting member 5.
2, the internal spaces of both will be communicated with each other. Then, the above-mentioned transmission wire 22 passes through this communication portion from the mounting member 52 to the housing 5.
It will bring up to 4.

As shown in FIG. 7, a guide groove 56 is formed in a surface 54a of the housing 54 facing the vehicle interior for regulating the driving range switching operation by the operating lever 18. In other words, the fact that the switching operation of the operating lever 18 is regulated by the guide groove 56 means that the lever body 18a of the operating lever 18 operated by the driver
By coming into direct contact with it, its movement is restricted. For this reason, such a lever body 1
This housing 54 is made of steel with sufficient rigidity so that it can receive direct abutment from the housing 8a.

Here, one of the features of this invention is that
A surface 54 of the housing 54 in which this guide groove 56 is formed.
The height of a from the mounting surface 52a is set so that a predetermined space 58 is secured between the display panel 46 and the display panel 46 attached to the inner surface of the central bulge 34A. In other words, the surface 54a of the housing 54 is spaced forward from the inner surface of the display panel 46 by a predetermined distance.

With this configuration, this space 58 functions as a crash absorption space. That is, the operating lever 18 of the central bulge 34A of the instrument panel 34
The part where the driver is placed is located so that the driver's left side is exactly opposite to the driver's left side. Therefore, if this vehicle is involved in a head-on collision, for example, and the driver is not wearing a seatbelt, the driver will be thrown forward and hit the central bulge 34A. Here, in this embodiment, even in the event of such a collision, a space 58 is formed between the housing 54 having high rigidity and the central bulging portion 34A having low rigidity. Therefore, the deformation of the central bulging portion 34A due to the driver's collision is reliably tolerated, the collision force is absorbed, and the driver's safety is ensured.

On the other hand, the surface 54a of the housing 54 has, from top to bottom, a position I that defines the parking range "P", a position that defines the reverse range "R", and a neutral range rNJ.
a position that defines forward drive range rDJ, a position that defines forward 2nd speed range "2", and
A guide groove 56 is formed in which positions defining the first forward speed range "1" are sequentially set.

The operating lever 18 is configured such that by manually swinging it, the automatic transmission 12 sets a travel range that is set according to the swinging position via the hydraulic valve 16. Specifically, the automatic transmission 12 is configured to set a travel range indicated by alphanumeric characters located just beside the finger operation section 18b. In other words, the finger operation section 18b also functions as an index indicating the currently set travel range.

Here, as shown in FIG. 7, the alphanumeric character "N".

rDJ and r2J are arranged in series in series at equal intervals with a narrow interval d, but the alphabet rRJ is arranged in a state separated from the alphabet rNJ by a wide interval d2 set larger than the interval d1, The alphabetic characters rPJ are set to be spaced apart from the alphabetic character "R" by the narrow spacing d1 mentioned above, and the number "1" is arranged so as to be spaced from the digit "2" by the wide spacing d2 mentioned above. has been done. Furthermore, as shown in Figure 4, the alphanumeric characters rN'', rDJ, and r2J are located at positions where the driver seated in the driver's seat can look directly at the center with the alphanumeric characters rDJ placed exactly in the middle. It is located in In this way, neutral range "N", forward drive range "D", forward 2
When the operation of switching the driving range between speed ranges "2" is executed, which driving range is currently set is determined by the alphanumeric characters rNJ and rD indicated by the finger operation section 18b.
By reading J and r2J, it can be instantly recognized, and the driver can switch the driving range with peace of mind.

On the other hand, as is clear from FIG. 4, the alphabetic characters rRJ and rPJ cannot be seen when viewed directly. Here, although the details will be described later, the neutral range rN
J to reverse range “R” or forward 2nd gear range “2”
” to forward 1st range rlJ, simply press the operating lever 18.
It cannot be shifted by simply swinging the lever upward or downward; it is mechanically set in such a way that it cannot be shifted unless this operating lever 18 is pushed toward the front, that is, to the right along the vehicle width direction. .

As a result, the range can be freely switched between the neutral range "N", the drive range "D", and the forward 2nd speed range "2" (in a state where the operation switch 18 is simply swung in the vertical direction). In this case, the reverse range rRJ and the forward first speed range "1" are never set, but this means that when the driver looks directly at the
Since the alphanumeric characters rRJ, rPJ, and rlJ cannot be seen, it is possible to change from the neutral range rNJ to the reverse range.
This psychologically guarantees that there is no need to worry about entering ``R'' or changing from 2nd forward gear range ``2'' to 1st forward gear range ``1'', and the driver feels truly at ease. This means that the driving range can be freely switched between the neutral range "N", the drive range "D", and the forward two-speed range "2".

Further, specifically, the guide groove 56 is formed in the forward direction as shown in FIG.
ρ in the vertical direction between the speed range "2" and the neutral range rNJ. A straight groove portion 56a is formed in a straight line along
That is, the first lateral groove 56b is perpendicular to the straight groove 56a.
and a backward range r from the right end of the first lateral groove portion 56b.
Up and down to RJ! . a second lateral groove portion 56d extending to the right in the vehicle width direction from the reverse range rRJ, and a third lateral groove portion 56d extending to the right in the vehicle width direction from the parking range rPJ. A lateral groove portion 56e, a first connecting groove portion 56f extending along the vertical direction of 2° so as to connect the right ends of the second and third lateral groove portions 56d and 56e, and the above-mentioned straight groove portion. At the lower end of 56a, there is a fourth lateral groove 56g extending to the right in the vehicle width direction from the second forward speed range "2", and from the far right end of this fourth lateral groove 56g, the angle is 0.degree. C. in the vertical direction. It is configured to be continuous with the second connecting groove 56h extending downward along the first forward speed range rlJ.

Note that the first to third lateral groove portions 56b, 56d.

The respective extension lengths of the actuators 56e are defined as the pushing amount of the operation switch 18 in the vehicle width direction, and these extension lengths are both set to the same length. By configuring the guide groove 56 in this way, the first forward speed range "1"
to neutral range rNJ, and from reverse range rRJ to forward 2nd speed range "2
” can be executed by simply swinging the operating switch 18. However, the neutral range “N
” to parking range rPJ, driving range switching between parking range rPJ and reverse range rRJ, and forward 2nd speed range “
The switching operation of the driving range from "1" to the forward first speed range "1" is carried out by pushing the operating switch 18 along the vehicle width direction and swinging it once each time the vehicle passes through each range. Action is required.

As a result, only the swinging operation of the operation switch 18 described above can change the driving range from the neutral range rNJ to the reverse range rRJ, the driving range between the reverse range rRJ and the parking range rPJ, and the forward 2 It becomes impossible to switch the driving range from speed range "2" to forward 1st speed range rlJ, and this switching operation is surely prevented from being performed carelessly, thus ensuring a safe driving state. It happens.

The operating lever 18 is comprised of a detent hole provided for each travel range position by the hydraulic valve 16 of the automatic transmission 12 at each travel range position, and a locking lever that is removably engaged with the detent hole. daytent mechanism (not shown)
It is set to be locked at each position with a predetermined stopping force.

Further, the lever mounting mechanism 20 allows the operation lever 18 to move along the vehicle width direction and swing along the up and down direction, while transmitting the movement of the operation lever 18 along the vehicle width direction to the transmission wire 22. First, it is provided with a universal joint mechanism 60 configured to transmit only the swing motion along the vertical direction to the transmission wire 22.

As shown in FIGS. 6 and 8, this universal joint mechanism 60 extends the above-mentioned housing 54 along the vehicle width direction, has both ends penetrating both side walls of the housing 54, and has an operating lever 18. A swing shaft 62 is provided that defines a swing axis SA in the above-mentioned vertical direction. A large-diameter head 62a is formed at the base end of the swing shaft 62, and a male threaded portion 62b is threaded at the distal end. The swing shaft 62 is fixed to the housing 54 by screwing the nut 64 into the male threaded portion 62b projecting outward from the housing 54.

This swing shaft 62 has bushings 66 made of synthetic resin at both ends.
A swing bracket 68 is mounted within the housing 54 so as to be able to swing freely around a swing shaft 62 through the housing 54 . A connecting piece 68a, to which the end of the transmission wire 22 is connected, is integrally formed at one end of the swing bracket 68, standing vertically from the connecting piece 68a. Furthermore, a cylindrical sleeve 70 that extends along a direction perpendicular to the vehicle width direction and defines the left and right rocking axes S of the operating lever 18 is integrally provided at the center of the rocking bracket 68. installed.

On the other hand, a mounting bracket 72 is integrally attached to the base end portion of the lever body 18a of the operating lever 18 described above. This mounting bracket 72 is made of a plate-shaped member extending in the vehicle width direction in a state perpendicular to the swing bracket 68 described above, and includes a bracket main body 72a to which the lever main body 18a is fixed to the upper part, and a bracket main body 72a. A pivot pin 72b stands vertically upright toward the swing bracket 68 at the lower end of the bracket body 72a, and a pivot pin 72b extends from the upper edge of the bracket body 72a.
It is integrally formed with a locking piece 72c that is formed to stand up substantially perpendicularly toward the opposite side to the direction of extension of b.

Here, the pivot pin 72b of the mounting bracket 72 is connected to the above-mentioned sleeve 70 via a bushing 74 made of synthetic resin.
It is fitted into the inner part so as to be rotatable about its central axis. Moreover, a male threaded portion 72 is provided at the tip of this pivot pin 72b.
d is formed. This pivot pin 72b is attached to the sleeve 7.
0 and by screwing the nut 76 onto the male threaded portion 72d protruding from this, the mounting bracket 72 can be rotated around the swing axis perpendicular to the swing axis of the swing bracket 68 with respect to the swing bracket 68. It will be installed so that it can swing freely.

Since the universal joint mechanism 60 is configured in this manner, the operation lever 18 is moved in a plane perpendicular to a vertical plane extending in the longitudinal direction of the vehicle through the engagement of the pivot pin 72b and the sleeve 70. That is, the finger operation part 1 can be freely swung within the
8b, it is supported so as to be movable left and right along the vehicle width direction, and is also swingable around the swing shaft 62 extending along the vehicle width direction, that is, swingable along the up and down direction. It will be supported by. Here, as is clear from the above explanation,
The swinging of the operating lever 18 about the vertical swing axis SA generates a tensile force on the transmission wire 22, and this swinging drive is used to change the travel range.

On the other hand, the movement of the operating lever 18 around the left and right swing axis S11 does not generate any pulling force on the transmission wire 22. In this way, the left and right movement of the operating lever 18 is used to prevent the driving range from being changed inadvertently, but not during the driving range switching operation.

Note that this operating lever 18 is always biased toward the left in the vehicle width direction by the biasing force of a torsion coil spring 78 hooked between the mounting bracket 72 and the swing bracket 68.

On the other hand, the above-mentioned housing 54 is attached to the attachment surface 52a of the attachment member 52 in the following manner. That is, the right side surface 54 of this housing 54 in the vehicle width direction
As shown in FIGS. 8 and 9A, a screw hole 54c into which a bolt 80 is screwed is formed in b. The bolt 80 is inserted into the through hole 82a of the L-shaped bracket 82 fixed to the mounting surface 52a and is screwed into the screw hole 54c, so that the right side surface 54b of the housing 54 is attached to the mounting surface of the mounting member 52. It will be attached to 52a.

In addition, the left side surface 54d of the housing 54 in the vehicle width direction is
As shown in FIGS. 6 and 9B, a mounting boss portion 54e extending leftward is integrally formed at the bottom of the holder. A through hole 54f formed in this boss portion 54e
The left side surface 54d of the housing 54 is attached to the attachment surface 52a of the attachment member 52 by screwing the bolt 84 inserted therethrough into the screw hole 52c formed in the attachment surface 52a. Here, the mounting boss portion 54-e and the left side surface 5
4d, triangular reinforcing ribs 54g are formed so as to be integrally connected to each other. This reinforcing rib 54
By providing the height g, the mounting strength of the boss portion 54e becomes extremely strong.

In this way, this housing 54 has both left and right sides 54b.
, 54d to the mounting surface 52a, they can be reliably fixed to the mounting member 52.

Note that the guide groove forming surface 54a of the housing 54 has the following:
The guide groove 56 is formed as described above. here,
For example, when moving the operating lever 18 from the parking range rPJ setting position to another driving range setting position, -
First, twist this operating lever 18 to release the coil spring 78.
This causes the vehicle to be biased to the right in the vehicle width direction against the biasing force of the vehicle. This movement of the operating lever 18 to the right in the vehicle width direction is stopped by contacting the right side edge of the guide groove 56. Therefore, when the housing 54 is stopped, the housing 54 is subjected to a large contact force that causes it to rotate clockwise in the figure when viewed from the driver's seat 30 around the right edge of the bottom surface of the housing 54. That is, the left edge of the bottom surface of the housing 54 receives a force that lifts it upward from the mounting surface 52a.

However, in this embodiment, the housing 5
4 is firmly attached to the mounting surface 52a via the mounting boss portion 54e, the housing 54 is able to resist the large contact force generated when changing the travel range, and is moved toward the mounting surface 52a. It is possible to maintain the installation condition in good condition.

Further, the housing 54 is located in front of the left side of the steering wheel 38 when viewed from the driver's seat. Here, in the event of a head-on collision of a vehicle, the steering shaft (not shown) contracts along the axial direction to absorb the impact.
The steering wheel 38 will be biased forward. As a result, the left side of the steering wheel 54, which is biased toward the front, is located on the instrument panel 3.
It comes into contact with the right side of the central bulging portion 34A of No. 4, and crushes the above-mentioned crush absorption space 58.

Here, if the right side of the central bulging portion 34A is soaked or if the impact is absorbed only by the crash absorption space 58, there is no problem, but if the impact force is applied to the crash absorption space 58 beyond its ability to absorb the crash. In this case, the steering wheel 38 directly collides with the right side of the housing 54, and the housing 54 is subjected to a force that biases the housing 54 to the left in the vehicle width direction.

However, in this embodiment, the housing 5
The right side surface 54b of the housing 54 is screwed into the screw hole 54c of the housing 54 with the bolt 80 inserted through the through hole 82a of the L-shaped bracket 82 fixed to the mounting surface 52a.
Since it is attached to the mounting surface 52a of the mounting member 52, its mounting strength is relatively weak.

On the other hand, the left side edge of the housing 54 is firmly attached to the attachment surface 52a via an attachment boss portion 54e. As a result, this housing 54 receives the above-mentioned force that biases leftward in the vehicle width direction, and the driver's seat 54 moves around the left side edge.
It will rotate counterclockwise when viewed from zero. That is, the right edge of the bottom surface of the housing 54 loses its attachment to the attachment surface 52-a and falls to the left.

In this way, to ensure safety in the event of a head-on collision,
When the steering wheel 38 operates to shorten its axial length for shock absorption, the presence of the lever attachment mechanism 20 of the operating lever 18, in particular the presence of the housing 54, reduces this shock absorption operation. The steering wheel 38 can reliably perform the forward shock absorbing operation without being obstructed, and safety is ensured.

Further, in this embodiment, an interlock is provided so that changing operation from parking range "P" to reverse range "R" is prohibited unless the operating lever 18 is in a state where the brake pedal is depressed. A mechanism 90 is disposed within housing 54. As shown in FIGS. 6 and 8, this interlock mechanism 90 includes an electromagnetic solenoid 92 installed near the parking range rPJ position.
and a locking pin 94 provided on the electromagnetic solenoid 92 so as to be movable forward and backward. Here, the locking pin 94 is always urged in the protruding direction by a spring (not shown), and is pulled inward against the urging force of the spring only when the electromagnetic solenoid 92 is energized. It is done like this.

Here, this locking pin 94 is in the protruding state.
The locking piece 72c of the mounting bracket 72, which is integrally connected to the lower end of the lever body 18a of the operating lever 18 located in the parking range rPJ, that is, located at the left end in the vehicle width direction of the third lateral groove 56e, Its arrangement position is set so that it comes into contact with the lateral groove 56e of No. 3 when moving toward the right in the vehicle width direction. As a result, in response to a control signal outputted from the control unit 28 described above only when the brake pedal (not shown) is depressed and the brake switch (not shown) is turned on after the engine 14 is started,
When the electromagnetic solenoid 92 is energized, the locking pin 94
is pulled down, and the parking range r of the operating lever 18 is
Transition from PJ to other driving ranges will be permitted.

On the other hand, when the brake pedal is not depressed and a brake switch (not shown) is turned off, the control unit 28 does not output a control signal. As a result, the electromagnetic solenoid 92 is maintained in a demagnetized state, and the locking pin 94 is maintained in a demagnetized state.
is maintained in a protruding state by the biasing force of the spring.

Therefore, this protruding locking pin 94 prohibits the operating lever 18 from shifting from the parking range rPJ to any other driving range.

As described above, the operating lever 18 configured as above is attached to the central bulge 34A of the instrument panel 34.
Specifically, the driving condition shown in FIG. 38 so-called 8:02
While driving with the grip in the 0 minute position, as shown in Figure 11, extend the middle finger of your left hand and place it in the position where it reaches from the forward 2nd speed driving range "2" to the neutral range r.
The finger operation section 18b is set to be located in the range up to NJ.

In other words, as shown in FIG.
In other words, in the sitting position), the rotation radius of the middle finger of the left hand is 12
1 (for example, 130 mm) and the rotation radius of the finger operation part 18b is 2 degrees Celsius, the rotation trajectory of the tip of the middle finger and the position in the range from the forward 2nd speed traveling range "2" to the neutral range "N" The distance between the rotation center of the operation lever 18 and the grip position of the left hand on the steering wheel 38 is 12s so that the rotation locus of the tip of the finger operation part 18b intersects with the rotation locus of the tip of the finger operation part 18b.
is stipulated. That is, β is defined within a range that satisfies the following inequality (1).

ρ1〈β, +12. (1) By defining equation (1) in this way, in this embodiment, as shown in FIG. The distance I26 between the two is set to 110+am.

Further, as shown in FIG. 12, the tip of the finger operation part 18b and the steering wheel 38 in the reverse range rRJ are connected to each other.
Assuming that the distance between the two is 4 degrees Celsius, this distance I24 is defined within a range that satisfies the following inequality (2), and is set to 150 mm in this embodiment.

Shinobu, ≧β1...(2) Here,
The above-mentioned interval d2 separating the neutral range rNJ and the reverse range rRJ is determined by the above-mentioned inequality (2
).

In this way, in this embodiment, the operating lever 18
Since the installation position of the control lever 18 is specified, the driver, while holding the steering wheel 38 with both hands, extends the middle finger of the left hand and operates the finger operation section 18b of the operation lever 18 from above or below. By operating like this,
This means that the operation switch 18 can be freely and instantaneously switched between the forward two-speed range "2" and the neutral range rN. As a result, the driving range can be changed while the vehicle is running while the steering wheel 38 is still gripped with both hands, and a safe driving state is reliably achieved.

Further, in this embodiment, even if the middle finger is extended while the left hand is gripping the steering wheel 38, the reverse range rRJ is outside the operable range of the finger operation section 18b, so the reverse range rRJ is outside the operable range of the finger operation section 18b. It becomes impossible to switch to range rRJ. As a result, while driving forward, while freely switching the driving range from the forward 2nd speed range "2" to the neutral range rNJ by tapping the finger operation section 18b with the middle finger, the driver accidentally switched to the reverse range. The situation in which rRJ is set is reliably avoided, and safety in the driving range switching operation is reliably ensured in combination with the above-mentioned two-operation requirements.

In addition, in order to switch the driving range to reverse range "R", parking range rPJ, or forward 1st gear range "1", it is necessary to take your left hand off the steering wheel 38. R
”, parking range rPJ or forward speed change “
1" will be psychologically suppressed, and erroneous operation will be prevented when switching to reverse range "R", parking range rPJ, or forward 1st gear range "1", resulting in safe driving. will be guaranteed from this perspective as well.

Furthermore, in this embodiment, as shown in FIG. 13, the reverse range rRJ is the range when the knees are bent at an acute angle and forced into the space between the steering wheel 38 and the central bulge 34A. It is set to be defined by the operating lever 18 located at least forward of the tangent line V at the portion where the knee contacts the central bulge 34A. In other words, this reverse range rRJ allows the user to use the finger operation part 18b to reach a position where the knee that is standing between the operation lever 18 and the steering wheel 38 (bent at an acute angle) will never reach the position. It is set to be determined by the rotation of the operating lever 18. In other words, this backward range "R" is arranged at a position where, in addition to the condition shown in inequality (2) above, the condition of being set at a position out of reach of the knees as explained here is added. It is set up.

That is, in a normal driving position, the knee of the left foot never reaches the control lever 18, as shown by the solid line in Fig. 14, but in the event of a head-on collision or sudden braking, the driver's left knee never reaches the control lever 18. If you are not wearing a seatbelt,
Based on the sudden acceleration acting on the driver himself, his entire body is pushed forward, and the knee of the driver's left leg is pushed between the control lever 18 and the steering wheel 38, as shown by the dashed line in FIG. There is a risk that the standing position may be forcibly achieved. In such a posture with the knees up, the finger operation portion 18b of the operating lever 18 is pushed upward by the knees, and the operating lever 18 is forcibly rotated, for example, from the forward drive range rDJ toward the reverse range rRJ. A situation will occur that will result in the

In this case, as mentioned above, the forward drive range rDJ
Switching from neutral range rNJ to neutral range rNJ can be done simply by rotating the operating lever 18, but switching from neutral range rNJ to reverse range "R" cannot be done by simply rotating operating lever 18. However, two operations are required: first, the operating lever 18 must be pushed to the right along the vehicle width direction and then swung. Therefore, in a normal kneeling state, the lever main body 18a only contacts the end wall defining the first lateral groove 80b of the guide groove 82, and the operating lever 18 is held at a position defining the neutral range rNJ. It becomes impossible to switch to the reverse range rRJ.

However, in the event of a head-on collision or sudden braking as described above, the above-mentioned kneeling state is achieved with strong force, so in some cases, the reverse range rRJ may be forced to be set unwillingly. There is a risk that the operating lever 18 may rotate in such a way as to rotate.

As a result, for example, when a sudden brake is applied, if the operating lever 18 is rotated from the neutral range rNJ by the standing knee and is forcibly switched to the reverse range "R" with only the rotational action, the vehicle will After the vehicle is temporarily stopped by applying the brakes, the vehicle will continue to move backward based on the setting of the reverse range rRJ, which is dangerous.

However, in this embodiment, as described above, the reverse range rRJ is set at a position that is beyond the reach of the driver's standing knees, so even if sudden acceleration acts on the driver and the driver's knees stand up, the reverse range rRJ is Even in the worst case, only the neutral range rNJ is set and the reverse range is never set, ensuring a safe driving state.

In the operating device 10 configured as described above, the driving range switching operation performed by the driver by operating the operating lever 18 will be described below.

First, use the operating lever 18 to select the parking range rPJ.
is set and the vehicle is stopped, the driver opens the door (not shown) and enters the cabin, slowly sits down in the driver's seat as shown in Figure 5, and presses the brake pedal (not shown). With the pedal depressed, turn the ignition switch (not shown) with your right hand to start the engine 14. Thereafter, without gripping the steering wheel 38 with the left hand, the user grasps the finger operating part 18b of the operating lever 18 and pushes it to the right in the vehicle width direction against the biasing force of the torsion coil spring 78.

As a result of this pushing, it moves rightward within the third lateral groove 56e, and comes into contact with the edge defining the right end of the connecting groove 56f, and the pushing operation stops. After this, by pushing down the operating lever 18, the locking bin is moved to the parking range r at the hydraulic valve 16 of the automatic transmission 12.
The lever body 18a comes out of the detent hole corresponding to the PJ, moves downward within the first connecting groove 56f, and comes into contact with the edge defining the inner end of the second lateral groove 56d. The push-down operation stops.

Thereafter, by releasing the pushing force on the operating lever 18, the operating lever 18 as a whole is biased to the left in the vehicle width direction by the biasing force of the torsion coil spring 78.

As a result, the lever main body 18a moves to the left within the second lateral groove portion 56d. Then, when the locking pin in the hydraulic valve 16 enters the detent hole corresponding to the reverse range "R", the movement of the lever main body 18a is stopped.

In this way, the reverse range rRJ is switched and set.

Here, when reversing the vehicle, this reversing range r
With RJ set, take your foot off the brake pedal,
By depressing the accelerator pedal, the vehicle will move backward.

On the other hand, when moving the vehicle forward, use the operating lever 1 again.
By grasping and pushing down the finger operating portion 18b of 8 with the left hand, the locking pin in the hydraulic valve 16 is pulled out from the detent hole corresponding to the reverse range rRJ, and the lever body 18a moves within the inclined groove portion 56c. Then, it comes into contact with the edge defining the inner end of the first lateral groove portion 56b and stops.

Then, by subsequently releasing the pushing force on the operating lever 18, the operating lever 18 is biased to the left in the vehicle width direction by the biasing force of the torsion coil spring 78.

As a result, the lever main body 18a moves to the left within the first lateral groove portion 56b. When the locking pin in the hydraulic valve 16 enters the detent hole corresponding to the neutral range rNJ, the movement of the lever body 18a is stopped. In this way, the neutral range rNJ is switched and set.

With the neutral range "N" set in this way, the driver should place both elbows on the armrests 96, grip the steering wheel 38 at the so-called 8:20 position with both hands, and assume a driving position. become. As described above, the driving range switching operation between the neutral range rNJ and the forward 2nd speed range "2" is performed simply by hitting the finger operating section 18b of the operating lever 18 up and down. It is sufficient if it is driven to rotate in the vertical direction. That is, the driver extends the middle finger of his left hand while holding the steering wheel 38 with both hands, and taps the finger operating portion 18b further downward from the neutral range rNJ setting position.

By this knocking down operation, the locking pin in the hydraulic valve 16 is removed from the detent hole corresponding to the neutral range rNJ, and the lever main body 18a moves downward within the linear groove portion 56a. When the locking pin in the hydraulic valve 16 enters the detent hole corresponding to the forward drive range rDJ, the movement of the lever body 18 is stopped. In this way, the forward drive range rDJ is switched and set.

With the forward drive range "DJ" set in this way, the driver takes his foot off the brake pedal and depresses the accelerator pedal, so that the vehicle is driven forward with automatic gear shifting.

After this, when switching to the neutral range with the vehicle stopped at an intersection etc., the driver should hold the steering wheel 38 with both hands, extend the middle finger of his left hand, and operate the operating lever 18. By knocking up the portion 18b from below, the locking pin in the hydraulic valve 16 is lightly pulled out from the detent hole corresponding to the drive range rDJ, and the lever body 18a moves upward within the linear groove portion 56a. Then, when the locking pin in the hydraulic valve 16 enters the detent hole corresponding to the neutral range rNJ, the lever main body 18a stops. In this way, the neutral range rNJ is switched and set again.

On the other hand, while driving forward in the drive range rDJ, for example, if the driver goes down a long downhill slope and requires engine braking, the driver should use both hands on the steering wheel 38.
While holding the , extend the middle finger of your left hand and press the control lever 18.
By knocking down the finger operation part 18b from above, the locking bottle in the hydraulic valve 16 is set to the drive range "D".
The lever body 18a is lightly pulled out from the detent hole corresponding to the detent hole, and the lever main body 18a moves downward in the linear groove portion 56a.

Then, when the locking pin in the hydraulic valve 16 enters the detent hole corresponding to the second forward speed range "2", the lever main body 18a stops. In this way, the second forward speed range "2" is switched and set.

In addition, when the driver is driving forward while applying engine braking in the second forward speed range "2" and the driver goes down a steep slope and requires stronger engine braking, the driver grips the steering wheel 38 with both hands. In this state, extend at least the middle finger of your left hand and press the finger operation section 1 of the operation lever ~18.
8b to the right in the vehicle width direction against the urging force of the coil spring 78. By this pushing, the lever body 1
8a slides in the fourth lateral groove 56g and comes into contact with the edge defining the upper end of the second connecting groove 56f, and the pushing operation is stopped.

After this, by pushing down the finger operation part 18b, the locking bottle in the hydraulic valve 16 is set to the forward 2nd speed range "2".
The puller comes out from the day tent hole corresponding to the lever body 18.
a moves downward within the second connection groove 56h. Then, in the hydraulic valve 16, the locking bottle is set in the forward 1st gear range.
1", the lever body 18a stops. In this way, the first forward speed range "1" is switched and set.

In this way, strong engine braking can be achieved by setting the forward first speed range "1", but
If such a powerful engine brake is set by mistake while the vehicle is running at high speed, there is a risk that stable running performance will be impaired. Therefore, in this embodiment, as already explained, from the second forward speed range "2" to the first forward speed range "1",
”, with your left hand still gripping the steering wheel 38, press the finger operating portion 18b of the operating lever 18 in two ways: pushing in the vehicle width direction and turning in the vertical direction.
The configuration is such that the first forward speed range "1" cannot be set simply by turning the finger operation section 18b.

As a result, when the driving range is being switched between the forward 2nd gear range "2" and the neutral range rNJ with a light operating force, it is easy to switch between the forward 1st gear range "2" and the neutral range rNJ.
” is prevented from being switched and set, and special attention is required to switch and set from the 2nd forward range “2” to the 1st forward range “1”, and the 1st forward range is accidentally set. This effectively prevents the switching setting from occurring.

That is, in this embodiment, while the vehicle is moving forward, the driver maintains a state in which he/she grips the steering wheel 38 with both hands, and changes the driving range between the forward 2nd speed range "2" and the neutral range. When changing between "N", simply extend the middle finger of the applanation and tap the finger operation part 18b of the operation lever 18 from above or below (by rotating the operation lever 18 in this way, the left hand This makes it possible to switch the travel range during forward travel without taking the steering wheel 38 off the steering wheel 38, that is, with both hands gripping the steering wheel 38, and the safety in operating the steering wheel 38 is improved. This will be achieved to a high degree.

Also, from forward 2nd speed range "2" to forward 1st speed range "1"
To switch and set, extend the middle finger of your left hand and once push the finger operating part 18b of the operating lever 18 along the vehicle width direction, then firmly tap the finger operating part 18b from above to turn the operating lever 18. By turning, it is possible to perform a driving range switching operation for applying such strong engine braking without removing the left hand from the steering wheel 38, that is, while holding the steering wheel 38 with both hands. Thus, safety in the operation of the steering wheel 38 is likewise achieved to a high degree.

On the other hand, when moving backward from forward driving, after first setting the neutral range rNJ by the above-mentioned operation, release the left hand from the steering wheel 38,
With this released hand, the finger operating portion 18b is twisted and pushed to the right in the vehicle width direction against the biasing force of the coil spring 78.

By this pushing operation, the locking pin in the hydraulic valve is pulled out from the detent hole corresponding to the neutral range "N", the lever main body 18a slides in the first lateral groove part 56b, and the lower end of the inclined groove part 56c The pushing operation stops when it comes into contact with the edge that defines the .

After that, by tapping the finger operation section 18b upward.

The lever main body 18a slides within the inclined groove portion 56c,
Reach the top of this. Then, when the locking pin in the hydraulic valve enters the detent hole corresponding to the reverse range rRJ, the lever main body 18a stops. In this way, the reverse range rRJ is switched and set again.

In addition, when switching from reverse range "R" to parking range rPJ, the above-mentioned parking range rPJ
The entire operation of switching from rRJ to reverse range rRJ will be accomplished by performing the reverse operation.

That is, in conventional vehicles, whether the transmission is a manual transmission type or an automatic transmission type, whether it is a type equipped with a column shift lever or a type equipped with a floor shift lever, manual transmission is not possible. When performing a gear shift operation or a travel range switching operation in an automatic gear shift, a so-called one-handed driving situation occurs in which the left hand must be removed from the steering wheel 38, which is not desirable from a safety standpoint. However, in this embodiment, this problem is solved at once, and when switching the driving range, the left hand is placed on the steering wheel 3.
8 (in other words, this switching operation can be performed with both hands gripping the steering wheel 38), and a new driving operation that is dramatically improved in terms of safety is achieved. The Rukoto.

Further, according to this embodiment, the operating lever 18 for switching the gear range is mounted on the instrument panel 34.
It is set to be attached to the right side of the central bulge 34A, and a front wheel drive system is adopted.

As a result, the floor between the driver's seat and the passenger's seat can be formed substantially flat, and the space around the driver's seat can be kept neat and tidy. In this way, a luxurious situation was achieved as if the driver's seat was placed on the floor of the reception room, and the environment inside the vehicle was such that one could relax with both elbows resting on the armrests 96. Combined with the fact that you can take the driving position, it is very "relaxing".
This creates a relaxed and safe driving atmosphere, which naturally leads to a comfortable and safe driving situation.

Next, the configuration of the electrically driven driver's seat 30 described above is
This will be explained in detail with reference to FIG. 5 and FIG. 16.

As shown in FIG. 15, the driver's seat 30 includes a seat cushion 102 that forms a seating surface for the passenger, and a seat back 104 that stands up at the rear end of the seat cushion 102 and supports the back of the passenger. We are prepared. A headrest 106 is provided above the seat back 104 to support the head of the occupant.

The seat back 104 is tiltably connected to the seat cushion 102 via a pair of left and right reclining knuckles 110 connected by a rotation shaft 108 and an electric reclining device 112 that includes an electric motor M1 as main parts. has been done. That is, in this electric reclining device 112, by driving this electric motor M (reclining motor) attached to the reclining knuckle 110 on one side, a gear mechanism (not shown) built in the reclining knuckle 110 is activated.
The inclination angle of the seat back 104 with respect to the seat cushion 102 can be freely adjusted by changing the engagement state of the seat cushion 102.

Furthermore, a longitudinal slide device 114 for sliding the driver's seat 30 in the longitudinal direction is provided at the lower part of the seat cushion 102.

This longitudinal slide device 114 includes a pair of left and right upper and lower rails 116 and 118 (
(Only the left side is shown in FIG. 1), a pair of left and right screw shafts 120 extending in the longitudinal direction of the vehicle body, and this lower rail 1
The main components include a screw nut 122 that is fixed to the upper rail 18 and meshes with the screw shaft 120, and an electric motor M2 that rotationally drives the screw shaft 120 through a gear mechanism (not shown) of a gear box 124 that is connected to the upper rail 116. It is organized as a department. By driving this electric motor M (slide motor), the screw shaft 120 moves back and forth while rotating, and accordingly, the upper rail 116
(that is, the entire driver's seat 30) slides back and forth on this lower rail 118, so that the forward and backward position of the driver's seat 300 can be adjusted.

Furthermore, a front lifter device 126 for independently lifting the front portion of the driver's seat 30 is connected to the seat cushion 102. This front lifter device 126 is connected to a pair of left and right front lifter brackets 128 that lift the front part of the seat cushion 102 and a gear box 130.
Electric motor M that operates both front lifter brackets 128
, etc. are the main parts. Further, a rear lifter device 132 for independently lifting the rear portion of the driver's seat 30 is connected to the seat cushion 102. After this, the lifter device 132 moves the seat cushion 102
A pair of left and right rear lifter brackets 13 that lift the rear part of the
4 and an electric motor M4 that operates the after-rain lifter bracket 134 via a gear box 136. This electric motor M (front lifter motor) or electric motor M4 (rear lifter motor)
is driven, the lifter bracket 128
Alternatively, 134 is selectively operated, and the front or rear portion of the seat cushion 102 is moved up and down, respectively. As a result, the vertical position and longitudinal inclination of the seat cushion 102 can be adjusted by operating a button.

Furthermore, the approximate middle part of this seat cushion 102 is
ρ is embedded in a load sensor serving as a seating switch that detects that an occupant is seated in the driver's seat 30.

Electric motors M, , M, , M, , M of each drive device that drive each part of the driver's seat 30, and this load sensor KI2
As shown in FIG. 16, it is connected to a drive control section 140 of a controller 138, which is configured with a microcomputer as its main section, for example, so as to be able to send and receive signals. This drive control unit 140 is provided with a timer 142 that measures the elapsed time after the occupant is seated.

The drive control unit 140 also includes each electric motor M.
, ,M, ,M, , to the motor rotation angle sensor that detects the rotation angle of the output shaft of M4, respectively.

K2. A door sensor K detects opening and closing of the door on the driver's seat 30 side. are further connected. The operating state of each drive device can be known from the detection signals from these rotation angle sensors , , , , , , . The drive control unit 140 also includes a manual drive switch SW for independently driving the reclining device 112, the front and rear slide device 114, the front lifter device 126, and the rear lifter device 132, respectively.

sw, ,SW, ,SW, are connected.

The drive control unit 140 also stores the set posture of the driver's seat 30 in advance (memory unit 144 and the drive mode of the driver's seat 30 are set to switch between manual mode and automatic mode). A changeover switch 146 is connected to the changeover switch 146.By switching and setting this changeover switch 146 to the manual mode side, the driver's seat 30 can operate the switches sw, sw-o, SW, and SW4 by simply driving the switches sw, sw-o, SW, and SW4 as appropriate. This will allow you to change your attitude.

In addition, by switching and setting this changeover switch 146 to automatic mode, each electric motor M+, M
x, Mx, and M4 will be driven and controlled. Here, the posture information of the driver's seat 30 stored in the memory section 144 is set to consist of the posture of the driver's seat 30 at the time when the changeover switch 146 is switched from manual mode to automatic mode.

Next, in the driver's seat 30 configured as described above, the drive control unit 14 in a state where the automatic mode is set.
The control operation of 0 will be explained.

First, when the door on the driver's seat side is opened and the door switch Ko is turned off in a state where the load sensor KQ is off and the seating of the driver in the driver's seat 30 is not detected, the drive control unit 140 Drive motor M1. M! , Ms.
, M4, a drive signal is outputted to ensure a predetermined space between the driver's seat 30 and the steering wheel so that the driver can easily sit in the driver's seat. That is, the drive motor M1 is operated so that the seat back 104 is inclined at a predetermined angle with respect to the seat cushion 102, and the drive motor M2 is operated so that the seat cushion 102 is lowered to the lowest position. For x, M4,
A drive signal is output so that the front and rear portions of the seat cushion 102 are respectively lowered to their lowest positions.

Thereafter, when the load sensor turns on β and the seating of the driver in the driver's seat is detected, the load sensor outputs a seating signal to the drive control unit 140.

In response to this seating signal, the drive control unit 140 outputs an activation signal to the timer circuit 142, and the timer circuit 142 starts measuring the elapsed time after the occupant is seated. and,
When a predetermined period of time has elapsed after the occupant is seated, a time-up signal is sent from the timer circuit 142 to the drive control unit 14.
Output to 0. In response to this time-up signal, the drive control section 140 controls each electric motor M, , M, so that the posture is stored in the memory section 144 in advance.

An activation signal is output to M, , M, respectively. In this way, a predetermined seating posture can be satisfactorily set in the driver's seat 30.

On the other hand, when the manual mode is set by the changeover switch 146, the drive control of the driver's seat 30 as described above is not executed, and the manual drive switch sw
,,sw,,sw,.

The posture of the driver's seat 30 can only be changed via SW4.

As described in detail above, it is possible to fix the relative positional relationship between the steering wheel 38 and the operating lever 18 and operate the operating lever by extending the fingers of the left hand while always gripping the steering wheel 18. However, since the driver's seat 30 is configured to be electrically driven, even if the steering wheel 38 does not tilt, by driving the driver's seat 30 appropriately. , the driving posture relative to the steering wheel 38 can be set to the optimum state.

It goes without saying that the present invention is not limited to the configuration of the one embodiment described above, and can be modified in various ways without departing from the gist of the invention.

That is, in the above embodiment, as shown in FIG. 10, the wiper switch 42 is connected to the steering column 34B.
The direction indicating lever 40 is disposed on the left side of the steering column 34B, that is, on the same side of the center of the steering column 34B as the operating lever 18.
The explanation has been made so that the control lever 18 is disposed on the right side of the steering column 34B, that is, on the opposite side of the steering column 34B from the side where the operating lever 18 is provided. That is, in the above embodiment, the operating lever 18 and the wiper switch 42 are arranged on the left side of the center of the steering column 34B. Therefore, as already mentioned above, in order to prevent one operation from erroneously operating the other, the operating lever 18 is swingable about an axis extending in the vehicle width direction.
Further, the wiper switch 42 is configured to be rotatably attached around its own central axis.

However, when the operation lever 18 is disposed in the central bulge 34A of the instrument panel 34, the wiper switch 42 is not limited to such a position, but is shown in FIGS. 17 and 17. As shown in Figure 18,
The wiper switch 42 may be arranged on the right side of the steering column 34B, that is, on the right side of the center of the steering column 34B. , there are no auxiliary machines present, and by operating this operating lever 18, the possibility of erroneously operating other auxiliary machines is completely eliminated, resulting in a profitable operation.

Furthermore, in the embodiment described above, the operating lever 18 was described as being mechanically connected to the hydraulic valve 16 via the transmission wire 22, but the present invention is limited to such a configuration. The swinging position of the operating lever 18 is electrically detected, and based on this detection result,
The hydraulic valve 16 may be configured to be driven by a drive motor. That is, it goes without saying that the operating lever 18 and the hydraulic valve 16 may be electrically connected.

[Effects of the Invention] As detailed above, the operating device for an automatic transmission for a vehicle according to the present invention includes a hydraulic valve for switching the travel range of the automatic transmission, and a hydraulic valve connected to the hydraulic valve for changing the travel range to be set. The operating lever is provided on an instrument panel facing the steering wheel, and the operating lever is configured to switch the driving range in the hydraulic valve by swinging the range sequentially along a prescribed predetermined locus. The steering wheel is characterized by being swingably arranged so that at least the forward travel range can be switched and operated by the fingers of a hand placed on the steering wheel.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the steering wheel is rotatably attached to a steering column fixed to the instrument panel.

Further, the operating device for a vehicle automatic transmission according to the present invention includes:
In order to arbitrarily set the seating position of the driver relative to the steering wheel, which is fixed in position relative to the instrument panel, the seat cushion can be slid back and forth, the seat cushion can be tilted relative to the floor, and the seat back can be adjusted to the seat position. It features a driver's seat that can be tilted relative to the cushion.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the driver's seat may be configured to be electrically driven, and may include a manual switch for setting the seating position with respect to the steering wheel in an optimal state. It is a feature.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, a parking range, a reverse range, a neutral range, a forward drive range, a forward 2nd speed range, and a forward 1st speed range are sequentially defined as the driving range, and the neutral The range, the forward drive range, the forward 2nd speed range, and the forward 1st speed range are set by moving the operating lever within the operable range of the fingers of the hand placed on the steering handle. .

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the parking range and the reverse range are such that the operating lever moves to a position out of the operable range of fingers of a hand placed on the steering handle. It is characterized by being set by

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, a wiper switch is arranged on a side of the steering column where the operating lever is provided,
A direction indicating lever is disposed on a side of the steering column opposite to the side where the operating lever is provided, the wiper switch is attached to be rotatable about its own central axis, and the operating lever is It is characterized by being attached so that it can swing freely along the vertical direction.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the wiper switch is disposed on a side surface of the steering column on the side where the operating lever is provided.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, a wiper switch and a direction indicating lever are arranged on the opposite side of the steering column from the side where the operating lever is provided. It is characterized by

The operating device for an automatic transmission for a vehicle according to the present invention is characterized in that a light switch is disposed on a side of the steering column where the wiper switch and direction indicator lever are disposed. There is.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the operating lever is mechanically connected to the hydraulic valve via a transmission wire.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the operating lever is supported so as to be swingable up and down about an axis extending along the width direction of the vehicle body.

In the operating device for an automatic transmission for a vehicle according to the present invention, the operating lever may include a lever main body that extends substantially along the front-rear direction of the vehicle body, and a lever body that is attached to the tip of the lever main body and that extends toward the rear of the vehicle body. , and a finger operation section that is formed to gradually move away from the steering wheel and that can be engaged with fingers of a hand placed on the steering wheel.

Therefore, according to the present invention, there is provided an operating device for a vehicle automatic transmission that allows the vehicle to travel safely when performing a gear change operation in the automatic transmission.

[Brief explanation of the drawing]

Fig. 1 is a block diagram schematically showing the structure of an embodiment of an operating device for a vehicle automatic transmission according to the present invention; Fig. 2 shows a connection state between an inhibitor switch, a control unit, and an interlock mechanism. Wiring diagram; Figure 3 is a perspective view showing how the operating levers are arranged in this embodiment with the steering wheel removed; Figure 4 is a perspective view showing how the operating levers are arranged when the driver is seated in the driver's seat. FIG. 5 is a vertical cross-sectional view showing the structure of the operating lever mounting mechanism; FIG. 6 is a cross-sectional view showing the structure of the lever mounting mechanism shown in FIG. 5; The figure is a plan view showing the shape of the guide groove when it is unfolded on a plane; Figure 8 is an exploded perspective view showing the internal structure of the lever mounting mechanism; Figures 9A and 9B both show different external shapes of the housing. Figure 1O is a side view showing how the operating lever is operated by the driver seated in the driver's seat; Figure 11 is a top view showing how the operating lever is operated; Figure 12 13 is a side view showing the relative positional relationship between the steering wheel and the operation switch; FIG. 13 is a longitudinal sectional view illustrating the position of the operation lever in reverse range rRJ; FIG. 14 is a side view showing the relative positional relationship between the steering wheel and the operation switch; Fig. 15 is a perspective view showing the structure of the electrically driven driver's seat; Fig. 16 is a side view of the electrically driven driver's seat shown in Fig. 15. A block diagram showing the configuration of the control system; and FIGS. 17 and 18 are both a side view and a front view showing other aspects of the arrangement of auxiliary equipment other than the operating lever in the operating device according to the present invention. It is. In the figure, 10... operating device, 12... automatic transmission, 1
4...Engine, 16...Hydraulic valve, 18...
Operation lever, 18a...Lever body, 18b...Finger operation section, 20...Lever mounting mechanism, 22...Transmission wire, 24...Inhibitor switch, 26...Swivel lever, 28...・Control unit, 30...driver's seat,
32...Passenger seat, 34...Instrument panel, 34A...Central bulge, 34B...Steering column, 36...Meter panel, 36A...Main panel portion, 38...・Steering wheel, 38a; wheel body, 38b; 38c; 38d・
- Spoke, 40... Direction indicator lever, 42...
Wiper switch, 44...Slit, 46...Display panel, 46a...Panel body, 46b...Edge,
46c...Gate groove, 46d; 46e...Through hole, 4
8... Blindfold sheet, 50... Mounting pipe, 52.
...Mounting member, 52a...Mounting surface, 52b...Communication opening, 52c...Threaded hole 554...Housing,
54a... Guide groove forming surface, 54b... Right side surface, 5
4c...screw hole, 54d...left side, 54e...
Mounting boss portion, 54f... Through hole, 56g... Reinforcement rib, 56... Guide groove, 58... Crash absorption space, 60... Universal joint mechanism, 62...
Swing shaft, 62a...head, 62b...male thread part, 6
4... Nut, 66... Bush, 68... Rocking bracket, 70... Sleeve, 72... Mounting bracket, 72a... Bracket body, 72b... Pivoting pin, 72c... ...Locking piece, 72d...Male thread part,
74... Bush, 76... Nut, 78... Torsion coil spring, 80... Bolt, 82... L-shaped bracket, 82a... Through hole, 84... Bolt, 90
... Interlock mechanism, 92 ... Electromagnetic solenoid, 94 ... Locking pin, 96 ... Armrest, 98
...It is an indicator. Figure 9A Figure 11 Figure 15 Figure 16

Claims (13)

[Claims] (1) A hydraulic valve is connected to the hydraulic valve for switching the driving range of the automatic transmission, and the driving range to be set is sequentially swung along a predetermined locus, so that the driving range is set in the hydraulic valve. The operating lever is provided with an operating lever on the instrument panel facing the steering wheel, in which at least the forward driving range can be switched and operated by the fingers of the hand placed on the steering wheel. An operating device for an automatic transmission for a vehicle, characterized in that it is movably arranged. (2) The operating device for an automatic transmission for a vehicle according to claim 1, wherein the steering wheel is rotatably attached to a steering column fixed to the instrument panel. (3) In order to arbitrarily set the driver's seating position with respect to the steering wheel whose position is fixed relative to the instrument panel, the seat can be slid forward and backward, the seat cushion can be tilted relative to the floor, and the seat 3. The operating device for an automatic transmission for a vehicle according to claim 2, further comprising a driver's seat whose back can be tilted relative to the seat cushion. (4) The vehicle according to claim 3, wherein the driver's seat is configured to be electrically driven and includes a manual switch for setting the seating position with respect to the steering wheel in an optimal state. Automatic transmission operating device. (5) As the driving range, a parking range, a reverse range, a neutral range, a forward drive range, a forward 2nd speed range, and a forward 1st speed range are defined in order, and the neutral range, the forward drive range, and the forward 2nd speed range are defined in order.
The speed range and the first forward speed range are set by moving the operating lever within an operable range of fingers of a hand placed on the steering handle. Operation device for automatic transmission for vehicles. (6) The parking range and the reverse range are set by moving the operating lever to a position that is out of the operable range of fingers of a hand placed on the steering handle. The operating device for a vehicle automatic transmission according to item 5. (7) A wiper switch is disposed on the side where the operating lever is provided with the steering column as the center, and a direction indicating lever is provided on the opposite side of the steering column from the side where the operating lever is provided. Claim 2, wherein: the wiper switch is mounted so as to be rotatable about its own central axis; and the operating lever is mounted so as to be swingable along the vertical direction. An operating device for an automatic transmission for a vehicle as described in . (8) The operating device for an automatic transmission for a vehicle according to claim 7, wherein the wiper switch is disposed on a side surface of the steering column on the side where the operating lever is provided. (9) The vehicle according to claim 2, wherein a wiper switch and a direction indicating lever are disposed on the opposite side of the steering column from the side where the operating lever is provided. Automatic transmission operating device. (10) The automatic transmission for a vehicle according to claim 9, characterized in that a light switch is disposed on a side of the steering column where the wiper switch and direction indicator lever are disposed. Machine operating device. (11) The operating device for an automatic transmission for a vehicle according to claim 1, wherein the operating lever is mechanically connected to the hydraulic valve via a transmission wire. (12) The automatic transmission for a vehicle according to claim 1, wherein the operating lever is supported so as to be swingable up and down about an axis extending along the width direction of the vehicle body. Operating device. (13) The operating lever is formed with a lever main body that extends substantially along the longitudinal direction of the vehicle body, and is attached to the tip of the lever main body, and is formed so as to gradually move away from the steering wheel toward the rear of the vehicle body, 2. The operating device for an automatic transmission for a vehicle according to claim 1, further comprising a finger operating section that can be engaged with fingers of a hand placed on the steering wheel.