JPH05246263A - Operating device for vehicular automatic transmission - Google Patents

Abstract

PURPOSE:To enable a shift lever to be comfortably operated by setting the shift lever in operation feeling so as to be roughly equal to a floor type shift lever which is moved in the longitudinal direction. CONSTITUTION:An operating device main body section 12 is provided at a place close to a position faced to a steering handle out of an instrument panel 2, and a shift lever 13 is extended out of the operating device main body section 12 in such a way as to be projected to the cabin side. In this case, the shift lever 13 is fitted onto the operating device main body section 12 at its base end side in such a way as to be freely rocked up and down so that the shift lever 13 is set to be roughly equal in operation feeling to a floor type shift lever which is rocked in the longitudinal direction.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operating device for an automatic transmission for a vehicle, and more particularly to an operating device in which an operating feeling of a shift operating lever is appropriately set.

[0002]

2. Description of the Related Art Generally, an operating device for an automatic transmission is provided in a center console between the left and right front seats. In this case, however, the space on the floor becomes narrow and it becomes an obstacle, so the operating device is not installed. The technique of providing the ment panel is also known. For example, Jitsuko Sho-60-10
In 911 publication, an operating device is provided on an instrument panel, and its shift operation lever (select lever) is provided so as to be inserted through an upper wall portion of the instrument panel.
An operating device is provided in which the shift operating lever is arranged in a substantially vertical state (inclined slightly backward from the vertical direction), and a shock absorbing mechanism at the time of a frontal collision of the vehicle is provided in the middle of the shift operating lever. Have been described. In this operating device, the shift operating lever is provided in a substantially vertical posture, and is configured to operate the shift operating lever in the front-back direction.

[0003]

By the way, in the operating device of the above-mentioned publication, since the shift operating lever is provided so as to be inserted through the upper wall portion of the instrument panel, the distance from the steering wheel to the shift operating lever is large. Therefore, there is a problem that the operability is deteriorated. Therefore,
An operation device may be provided on the instrument panel, and the shift operation lever may be arranged so as to pass through the front wall portion of the instrument panel facing the vehicle compartment, and the shift operation lever may be vertically swung. Conceivable.

However, due to the characteristics of the human arm, the operating force when operating in the vertical direction is much smaller than the operating force when operating in the front-back direction. If the force is not set appropriately, the driver's arm is likely to be tired, and the feeling of operation with the floor-type shift operation lever becomes uncomfortable, making it impractical. An object of the present invention is to provide an operating device for an automatic transmission for a vehicle, which is an operating device provided on an instrument panel, in which an operating feeling of a shift operating lever is configured to be substantially the same as an operating feeling of a floor type shift operating lever. It is to be.

[0005]

According to a first aspect of the present invention, there is provided an operating device for an automatic transmission for a vehicle, the operating device main body portion being provided in the vicinity of a portion of the instrument panel facing the steering handle, and the operating device. An operating device for an automatic transmission for a vehicle, comprising: a shift operating lever extending in a protruding manner from a main body portion toward a passenger compartment, wherein the shift operating lever swings vertically on an operating device main body portion at a base end side thereof. The operation feeling of the shift operation lever, which is freely pivoted, is set to be substantially the same as the operation feeling of the floor type shift operation lever swinging in the front-rear direction.

According to a second aspect of the present invention, there is provided an operating device for an automatic transmission for a vehicle according to the first aspect, wherein the required shift operating force of the shift operating lever is approximately 10 to 10 which is a maximum vertical muscular force that can be exerted by an ordinary driver. It is set to 15%. According to a third aspect of the present invention, there is provided an operating device for an automatic transmission for a vehicle according to the second aspect, wherein the required shift operating force of the shift operating lever is set in a range of about 1.0 to about 1.5 kgw. ..

[0007]

In the operating device for the automatic transmission for a vehicle according to the present invention, the operating device main body is provided in the vicinity of a portion of the instrument panel facing the steering handle, and the shift operating lever is provided from the operating device main body. The shift operation lever extends in a protruding manner toward the passenger compartment side, and the shift operation lever is pivotally attached to the operation device main body at its base end side so as to be vertically swingable,
The operation feeling of the shift operation lever is set to be almost the same as the operation feeling of the floor type shift operation lever that swings in the front-rear direction, so the operation feeling is the same as when operating the floor type shift operation lever. You can operate it comfortably.

According to the second aspect of the present invention, the required shift operating force of the shift operating lever is set to about 10 to 15% of the maximum vertical force that can be exerted by an ordinary driver, so the shift operating lever is repeatedly operated. Even in this case, the feeling of fatigue does not become noticeable. In the third aspect, the required shift operating force of the shift operating lever is set in the range of about 1.0 to about 1.5 kgw, so that the same effect as the second aspect can be obtained.

[0009]

According to the present invention, as described in the above section, the following effects can be obtained. According to the first aspect of the present invention, the operation feeling of the shift operation lever is set to be substantially the same as the operation feeling of the floor type shift operation lever swinging in the front-rear direction, so that the floor type shift operation lever is operated. You can operate comfortably with the same operation feeling.

According to the second aspect, the required shift operation force of the shift operation lever is set to about 10 to 15% of the maximum vertical muscle force that can be exerted by a normal driver.
Even when the shift operation lever is repeatedly operated, the feeling of fatigue does not become noticeable and the operability does not deteriorate. According to the third aspect, by setting the required shift operating force of the shift operating lever in the range of about 1.0 to about 1.5 kgw, the same effect as that of the second aspect can be obtained.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. The present embodiment is a case where the present invention is applied to an operating device for an automatic transmission of a vehicle, and the description will be made by defining the front, rear, left and right with reference to the front, rear, left and right of the vehicle. As shown in FIGS. 1 and 2, an instrument panel 2 is provided in front of the left and right front seats 1.
An instrument panel frame 3 extending in the vehicle width direction is provided inside, the left and right ends of the instrument panel frame 3 are fixed near upper ends of left and right hinge pillars (not shown), and a meter panel is provided on a right end of an upper end of the instrument panel 2. 4 is provided,
A central bulging portion 5 bulging rearward is provided at a substantially central portion of the instrument panel 2 in the vehicle width direction, and a stearer column 6 extending rearward in a protruding manner on the right side of the central bulging portion 5.
On the right side of the instrument panel 2, there is rotatably provided a steering shaft 7 that extends through the substantially central portion of the steering column 6 and projects toward the driver's seat. The steering handle 8 is fixed, and an operating device 10 for shifting the automatic transmission 9 is provided near the right end of the central bulging portion 5 facing the left end of the steering handle 8, and the operating device 10 is a bracket. It is fixedly supported by the instrument panel frame 3 via the member 11 in a substantially forward-backward direction and in a gentle slope in a downward direction.

As shown in FIGS. 2 and 3, the operating device 10 has an operating device main body 12 disposed in the central bulging portion 5.
And a shift operating lever 13 extending rearward from the operating device main body 12, and the operating device main body 12 includes the shift operating lever 13 around the first shaft member 14 in the vehicle width direction and the second shaft in the front-rear direction. A lever support mechanism 16 for rotatably supporting the member 15 is provided, and the lever support mechanism 1 is provided.
The output lever 17 of 6 is connected to the input lever 19 of the automatic transmission 9 via the push-pull wire 18, and the shift range of the automatic transmission 9 is set to the rotation operation position of the shift operation lever 13 around the first shaft member 14. It is switched accordingly.

The shift operating lever 13 is shown in FIGS.
As shown in FIG. 2, the lever main body 26 is made of a substantially straight rod-shaped member that is oriented in the front-rear direction in a plan view, and the hollow operation knob 27 made of synthetic resin is provided. Is provided in the vicinity of the rear end of the lever main body 26 extending obliquely to the left (on the side opposite to the steering shaft 7 side), and a shock absorbing portion 26a is provided, and the operation knob 27 is provided at the tip of the lever main body 26. The grip portion 27a is located to the left of the lever body 26 (the shock absorbing portion 2
It is mounted in an offset state in the same direction as the bending direction of 6a).

The operation device main body 12 will be described. As shown in FIGS. 3 to 7, a box-shaped front casing 20 having a front end opening extending rearward is fixed to the rear wall surface of the bracket member 11, and the front portion thereof is fixed. A rear cane sig 21 is attached and fixed to the casing 20 so as to surround the latter half of the casing 20, and a rear wall portion 21a of the rear casing 21 is formed in a curved shape that bulges toward the vehicle compartment side. The third portion is inclined upward so that the inclination becomes gentler as it goes upward, and a first guide slit 22 having a shape as shown in FIG. 7 is formed at a substantially central portion in the vehicle width direction of the rear wall portion 21a. On the rear side of the rear casing 21, a panel support member 24 for supporting the decorative panel 23 facing the vehicle compartment is provided, and the rear wall portion 24a of the panel support member 24 and the decorative panel 23 are provided on the rear casing 21. Like the wall portion 21a, it is formed in a curved shape that bulges rearward, and the rear wall portion 24a and the upper approximately two-thirds portion of the decorative panel 23 are inclined upward so that the inclination becomes gentler toward the top. The first guide slit 22 is provided in a portion of the panel 23 facing the first guide slit 22.
A second guide slit 25 having substantially the same shape as the above is provided, and the lever main body 26 of the shift operating lever 13 extends through the both guide slits 22 and 25 and protrudes rearward from the operating device main body 12. However, the second guide slit 25 is provided to prevent the inner wall of the panel support member 24 from being exposed.

The lever support mechanism 16 will be described. As shown in FIGS. 3 to 5, in the front casing 20, a plate-like fixed portion 28a elongated in the front-rear direction and a fixed portion 2 are provided.
A lever support member 28 having a connecting portion 28b having a substantially U-shaped side view extending from the rear portion of the lower end of 8a to the right is provided, and the front half portion of the lever body 26 is fixed to the fixing portion 28a, and the lower portion of the front casing 20 is provided. Is the first shaft member 1 oriented in the vehicle width direction.
4, a sleeve 29 is rotatably provided on the first shaft member 14 in the front casing 20, and a bearing extending near a right end of the sleeve 29 between a pair of upper and lower wall portions 28c of the connecting portion 28b. A portion 29a is formed, and a second shaft member 15 in a substantially vertical direction that relatively rotatably inserts the bearing portion 29a is pivotally supported between the upper and lower wall portions 28c, and between the upper wall portion 28c and the bearing portion 29a. A spring member 30 is externally fitted to the second shaft member 15, the lever support member 28 is urged in the direction indicated by the arrow in FIG. 5 via the spring member 30, and the right end portion of the sleeve 29 has the front casing 20 of the front casing 20. An output lever 17 is provided extending from the opening 31 formed in the right side wall in an upwardly inclined manner. One end of the push-pull wire 18 is provided near the front end of the output lever 17 and is connected to the pin member 32. There.

Further, as shown in FIG. 8 showing the parking state, the other end portion of the push-pull wire 18 has a connecting fitting 6 fixed to the manual shaft 61 of the parking mechanism 60.
The outer edge of the manual plate 63, which is connected to the manual shaft 61 and rotates integrally with the manual shaft 61, has P, R, N, D,
A detent portion 63a corresponding to each of the shift positions 2 and 1 is formed, and a ball 64 engaged with one of the plurality of detent portions 63a is biased by a spring 65, and the shift operation lever 13 is switched to the P position. When
The pin 66a of the parking assist lever 66 engages with the parking engaging groove portion 63c at the end of the circular arc groove 63b of the manual plate 63, pulls the parking rod cam 68 through the parking rod 67, and the parking rod cam 68 moves the parking pole cam 68. When the parking pole 69 is engaged with the lower side of the parking pole 69 to switch the parking pole 69 to the illustrated state, the parking pole 69 is engaged with the parking gear 70 to be in the parking state. still,
Although not shown in FIG. 8, the manual plate 6
3, a manual valve for switching the oil passage of the hydraulic circuit is provided in the automatic transmission 9 below 3, and the manual valve is operated by a pin member protruding downward from the manual plate 63 to shift the lever 1
Switching of the oil passage corresponding to the operation position of No. 3 is executed.

The shift operating lever 13 is rotatably supported around the first shaft member 14 and the second shaft member 15, respectively, and as shown in FIG. 7, each shift range P, R of the first guide slit 22. , N, D, 2, 1 in the position corresponding to
It is configured to be movable along the guide slit 22, and the middle part of the lever body 26 is moved to the first position by the bias of the spring member 30.
The guide slit 22 is pressed against the left end edge of the guide slit 22 and is held in a desired shift range. A neutral lock gate 22a recessed leftward is formed at the position N of the first guide slit 22. The operating device 10 has a configuration shown in FIG.
As shown in, the electromagnetic actuator 3 for the shift lock
3 and the regulating portion 3 extending rightward from the rear end of the fixed portion 28a.
4 is provided, and the shift operation lever 13 is held at the parking range position, even if the ignition key is operated and the engine is driven, the electromagnetic actuator 33 is operated unless the brake pedal is depressed. It is configured to prevent the restricting unit 34 from moving to the right and prohibit the shift operation from the parking range position to another range to prevent a sudden start of the vehicle.

At a substantially central portion of the panel support member 24,
As shown in FIGS. 3 to 6, a lever insertion space 35 is formed so as to include the second guide slit 25 in a front view, and a pair of front and rear is provided at a left end portion and a right end portion near a rear end of the lever insertion space 35. Guide rails 36 are each formed in a curved shape that bulges rearward (toward the passenger compartment) along the rear wall portion 24a of the panel support member 24, and between the left and right guide rails 36 is flexible in the front-back direction. An elongated flat plate-shaped shutter member 37 is guided and supported, and a rear end portion of the lever insertion space 35 is closed via the shutter member 37. An elongated guide hole 37a is formed in the shutter member 37 in the left-right direction. The portion near the rear end is inserted into the guide hole 37a so as to be swingable in the left-right direction, and even if the shift operation lever 13 is operated, the shutter member 37 along with the lever body 26 moves along the guide rail 36. The rear end of the lever insertion space 35 is always held in the closed state. This prevents the inner wall of the panel support member 24 from being exposed through the second guide slit 25.

At the rear end surface of the rear wall portion 21a of the rear casing 21, a cushioning member 50 made of foamed urethane or synthetic rubber having elasticity inside the lever insertion space 35.
Is attached, and the lever body 26 is attached to the center of the cushioning member 50.
A guide slit 51 having the same shape as the first guide slit 22 through which is inserted is formed. By providing the cushioning member 50, it is possible to absorb the impact sound when the lever main body 26 comes into contact with the left end edge of the first guide slit 22 by the spring force of the spring member 30 during the shift operation, and moreover, in the case of a frontal collision or the like. It is possible to absorb the impact at the time of the secondary collision of the occupant with the panel 23.

As shown in FIGS. 4 to 6, the decorative panel 23 has a panel member 40 made of semitransparent synthetic resin and a base material 41 provided on the front side of the panel member 40. An indicator portion 42, which is a display slit in which the shape of the second guide slit 25 is simplified, is formed on the right side of the second guide slit 25, and the inside of the indicator portion 42 of the front end face of the panel member 40 has the second guide slit 25. P, R, corresponding to the positions of each shift range P, R, N, D, 2, 1.
The letters N, D, 2, 1 are printed in reverse letters, P, R,
The circle printed so as to surround the letters N, D, 2, 1 is composed of a transparent panel member 40. As shown in FIGS. 5, 6, and 8, a light guide space 43 having a rear end opening is formed in the right portion of the panel support member 24 so as to face the indicator portion 42 in a front view. Is located at a position substantially corresponding to the rear end of the decorative panel 23 that bulges toward the passenger compartment (a position substantially corresponding to the shift range D, that is, a position corresponding to the back of the lower end portion of the indicator portion 42). A lamp 44 inserted in the light guide space 43 is provided. A hold switch 45 is provided on the left side near the front end of the decorative panel 23.
As shown in FIG. 6, when the shift operation lever 13 is held at any one of the shift ranges D, 2, 1 and 5, the operation knob 27 and the operation knob 27 are held by the left hand with the operation knob 27. It is arranged so that the hold switch 45 can be operated with the index finger or the middle finger of the left hand.

Next, the operation feeling of the shift operation lever 13 and the required operation force will be described. The operation feeling of the shift operation lever 13 is set to be substantially the same as the operation feeling of the floor type shift operation lever provided on the floor of the vehicle.
The required operation force of 3 is about 10 to 15% of the maximum vertical strength that an ordinary driver can exert, specifically about 1.0 to
It is set in the range of about 1.5 kgw. In order to realize this, various measures have been taken, such as setting the lever length of the output lever 17 and the coupling fitting 62 to be long or weakening the spring constant of the spring 65. The reason why the operation feeling and the operation force of the shift operation lever 13 are set as described above will be described below.

First, factors affecting the operation of the shift operating lever 13 include the environment encountered by the vehicle, the physical characteristics of the shift operating lever 13, the operating characteristics of the driver, and the like. Characteristics include the shape of the knob (surface shape, inclination, size, sectional shape), the mounting position of the shift operation lever 13 (distance from the handle, distance from the armrest), operation space (space with the handle, wiper lever). Space) and operation feeling (operation force, stroke, sense of moderation, smoothness) and the like. Characteristic factors of the shift operation lever 13,
The relationship between the human characteristics, the analysis method, the measuring equipment, etc. is as shown in FIG. 9, and the circled numbers in the figure indicate the order of the characteristic factor analysis described below. The above data was obtained from 10 ordinary drivers.

The result of the analysis regarding the distance from the steering wheel of the operation knob 27 of the shift operation lever 13 and the space between the wiper lever is as shown in the plan view of FIG. 10 which is shown at a scale of 40% of the actual size. The operating knob of the shift operating lever 13 is in the area C between the area line A indicating a preferable upper limit distance where the distance from the steering handle 8 is not too far away and the preferable area line B where the distance from the steering handle 8 is not too close to the wiper lever 46. 27 is arranged.

The result of the analysis regarding the vertical position of the operation knob 27 of the shift operation lever 13 is as shown in the side view of FIG. 11 which is shown in a scale of 20% of the actual size.
Is the upper edge contour of the leg when operating the parking brake, dotted line E
Is the upper edge contour of the leg at the time of left leg rest with the knees upright,
The one-dot chain line F is the upper end contour of the leg when the left leg is resting with the knee lying down, the two-dot chain line G is the upper end contour of the leg when the hip is displaced forward, and the three-dot chain line H Is the upper end contour of the leg portion when getting on and off, and the operation knob 7 of the shift operation lever 13 is configured to be located above the contour line other than the two-dot chain line G.

The ease of applying the operating force to the shift operating lever 13 is a factor related to the operation feeling and fatigue, and the result of the analysis regarding the ease of applying the operating force is shown in FIG.
2 and FIG. 13, and FIG. 12 shows S from the position of D.
Shift operation to the position (second speed position), and from the position S to D
FIG. 13 is an integrated waveform of an electromyogram in the shift operation to the position, and FIG. 13 is a graph showing the myoelectric potential in the shift operation. The floor type shift operating lever is a shift operating lever of a general operating device provided on the floor of a vehicle, and the instrument panel type shift operating lever is a shift operating lever 13 of the operating device 10 of this embodiment. As can be seen from FIG. 13, in the case of a normal operation in which the left hand is moved from the steering handle 8 to the shift operation lever 13, the operation feeling of the shift operation lever 13 of this embodiment is a floor type shift operation lever. The operation feeling is almost the same.

The operation force of the shift operation lever 13 is a factor related to the operation feeling, and the result of the analysis regarding this operation force is as shown in FIG. 14, and the bar graph in the figure shows the measurement result of the maximum muscle strength. Show. Also, as shown,
The maximum muscle force when operating the floor type shift operation lever in a plurality of vehicle types is 20 to 22 kgw, and the required operation force (setting operation force) is 2.0 to 2.5 kgw (this is approximately 10 times the maximum muscle force). ˜15%), the maximum muscle force when operating the shift operation lever 13 of the operating device 10 of the present embodiment is 12 to 14 kgw, and the required operation force (setting operation force) is 1. It is set to 0 to 1.5 kgw (which is about 10 to 15% of maximum muscle strength).

The analysis result of the operation time required to operate the shift operation lever is as shown in FIG. 15, and the operation time is the reaction time from the decision of the cerebrum to the start of the hand movement, It is the total of the manual time from the start of the movement of the hand to the start of the operation of the shift operation lever and the operation time from the start of the operation of the shift operation lever to the end of the operation. As shown in the figure, the operation time is about 0.50 seconds for the floor type shift operation lever in a plurality of vehicle types, and about 0.50 seconds for the shift device lever 13 of the operation device 10 of the present embodiment. ..

Next, the operation of the operating device 10 will be described. Since the shift operation lever 13 is provided in the vicinity of a portion of the instrument panel 2 facing the left end portion of the steering handle 8 so as to project toward the vehicle compartment, the shift operation lever 13 is provided on the steering wheel. As shown in FIG. 16, the steering wheel 8 is located very close to each other, and the forefinger and / or middle finger of the left hand of the steering wheel 8 is used to operate the shift operation lever 13 or the left hand of the steering wheel 8 is released. Since the shift operation lever 13 can be operated only by extending it slightly forward, the operability of operating the shift operation lever 13 is excellent.
Moreover, since the operation feeling when operating the shift operation lever 13 is set to be substantially the same as the operation feeling of the normal floor type shift operation lever, it is possible to operate comfortably with the normal feeling. In addition, the required operation force of the floor type shift operation lever is about 1 of the maximum longitudinal muscular strength.
It was experimentally found that it is 0 to 15%, and based on this, in view of operating the shift operation lever 13 in the vertical direction, the required operation force is about 10 to 15 of the maximum vertical muscle strength.
Since it is set in the range of%, it can be operated with an operation feeling that is almost the same as that of a normal floor type shift operation lever, and there is no feeling of special fatigue.

The operation knob 27 may have a structure having elasticity from a base material made of synthetic rubber or urethane foam and a skin covering the base material. In this embodiment, the operating device 10 and the automatic transmission 9 are mechanically interlocked with each other via the push-pull wire 18, but may be electrically interlocked with each other. In the present embodiment, the present invention is applied to a right-hand drive vehicle, but the present invention can be applied to a left-hand drive vehicle as well.

[Brief description of drawings]

FIG. 1 is a perspective view of the vicinity of an instrument panel.

FIG. 2 is an overall configuration diagram of an operating device.

FIG. 3 is an exploded perspective view of an operating device.

FIG. 4 is a vertical cross-sectional view of the operating device.

FIG. 5 is a cross-sectional view of the operating device.

FIG. 6 is a front view of the operating device.

FIG. 7 is a development view of a first guide slit.

FIG. 8 is a perspective view of a parking mechanism.

FIG. 9 is a classification chart of characteristic factors of shift operating levers, human characteristics, analysis methods, and the like.

FIG. 10 is an explanatory diagram of a preferred plane arrangement area of a shift operation lever.

FIG. 11 is an explanatory diagram of a suitable vertical arrangement position of the shift operation lever.

FIG. 12 is an integrated waveform diagram of an electromyogram when the shift operation lever is operated.

FIG. 13 is a graph showing a characteristic of a myoelectric potential when a shift operation lever is operated.

FIG. 14 is a graph of maximum muscle strength when a shift operation lever is operated.

FIG. 15 is a graph of operation time when the shift operation lever is operated.

FIG. 16 is a plan view of relevant parts such as a steering handle and a shift operation lever.

[Explanation of symbols]

 8 Steering handle 2 Instrument panel 9 Automatic transmission 10 Operating device 12 Operating device main body 26 Lever main body

Claims (3)

[Claims] 1. A vehicle having an operating device main body provided near a portion of an instrument panel facing a steering handle, and a shift operating lever extending in a protruding manner from the operating device main body toward a passenger compartment. An operation device for an automatic transmission for a vehicle, wherein the shift operation lever is pivotally attached to a main body of the operation device at a base end side thereof so as to be vertically swingable, and an operation feeling of the shift operation lever is a front-back direction. An operating device for an automatic transmission for a vehicle, which is set to have an operation feeling substantially the same as that of a floor-type shift operation lever that swings in a vertical direction. 2. The vehicle according to claim 1, wherein the required shift operation force of the shift operation lever is set to about 10% to 15% of the maximum vertical strength that an ordinary driver can exert. Operating device for automatic transmission. 3. The operating device for an automatic transmission for a vehicle according to claim 2, wherein the required shift operating force of the shift operating lever is set in a range of about 1.0 to about 1.5 kgw. ..