JPH0524858Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a shift operation device for shifting an automatic transmission of a vehicle.

[Conventional technology]

A device is disclosed that prevents the shift lever of an automatic transmission from moving from a parking position to another shift position unless a passenger performs a special operation (USP-4671085) , Utility Model 57-42424, Utility Model 59-
176253).

When the shift lever moves to the parking position, the locking means prevents the movement of the detent pin provided on the shift lever. For example, when the brake is depressed, the locking means releases the passage of the detent pin, allowing the shifter to operate. This is becoming possible.

However, in these devices, the locking means blocks the passage of the detent pin to the parking position even when the shift lever is in a position other than parking, so this locking means must be used when moving the shift lever to parking. An operation is required to release it and secure a passage for the detent pin. Further, if no special operation is required, it is necessary to detect the movement of the detent pin to the parking position and drive the locking means, making the configuration complicated.

Furthermore, since these devices directly detect the movement of the detent pin within the parking position using a limit switch, detection becomes uncertain due to mounting tolerances of the detent pin.

[The problem that the idea aims to solve]

The purpose of the present invention is to provide a shift operation device that accurately detects the movement of the detent pin, reliably limits the movement of the detent pin with a simple configuration, and facilitates the operation of the shift lever to the parking position. It is in.

[Means to solve the problem]

In the present invention, when the shift lever moves to a specific position such as a parking position, a detent pin attached to the shift lever engages with the movable body. The movable body moves together with the detent pin from the second position to the first position within a specific position. The shift lever cannot move to another shift position unless the detent pin is returned from the first position to the second position, but the lock means engages with the movable body in the first position and the detent pin is moved through the movable body. to restrain the detent pin. Therefore, the occupant must release the locking means by depressing the brake or the like to enable movement of the movable body. When the movable body is in the first position, the detection means reliably detects this, and
To surely move a locking means by stepping on a brake.

When the shift lever moves from a specific position to another shift position and then returns to the specific position, the movable body is in a position corresponding to the detent pin, so the shift lever can be moved without any special operation. Can be shifted to a specific operating position.

〔Example〕

1 to 9 for the first embodiment of the present invention.
This will be explained with reference to the figures.

First, in Figures 1 and 2, shift lever 1
is provided so as to be swingable in the direction of arrow A and the direction opposite to arrow A about a shaft 3 provided in the machine frame 2 as a fulcrum, and is used to control a hydraulic circuit of a transmission (not shown). Daytent plate 4 installed upright from machine frame 2
is formed with a concave-convex engagement hole 5 along the swinging direction of the shift lever 1, and the shift lever 1 can be set to "P" for parking, "R" for reverse, and "N" for neutral transmission. ”, “D” is the automatic gear shift state,
When the transmission shifts to the second gear "2" position and the transmission shifts to the low gear "L" position, the shift lever 1 is moved in cooperation with the detent pin 6.
The range of oscillation is limited.

A lock recess 7 in which the engagement hole 5 is partially deepened is formed in a portion of the engagement hole 5 corresponding to the "P" position, which is a specific non-driving position in which the vehicle is not driven. The detent pin 6 projects vertically from the shift lever 1, is movable in the axial direction of the shift lever 1, and is biased toward the knob 1A. Further, the detent pin 6 is moved downward by pressing the push button 8 provided on the knob 1A of the shift lever 1, and is disengaged from the engagement surface of each position in the engagement hole 5. When the pressure is released, it moves upward and engages with one engagement surface in the engagement hole 5, thereby working together with the detent plate 4 to limit the swinging operation of the shift lever 1. ing.

A holder 9 is attached and fixed to the side surface of the detent plate 4. A storage section 10 is formed therein, and the side surface and bottom surface on the side of the detent plate 4 are open, and an opening section 11 is formed at the lower right side of this storage section 10. A printed circuit board 12 is fitted and fixed to the inner surface of the storage section 10. A notch 12A is formed in the printed circuit board 12 at a portion corresponding to the opening 11. Further, on the side surface of this printed circuit board 12 on the detent plate 4 side, three fixed contacts 13 are provided as shown in FIG.
A, 13B, and 13C are provided, and lead wires 14 connected to them are led out from a hole 15 formed in the upper part of the storage part 10.

A movable body 16 is housed in the housing portion 10 and arranged between the printed circuit board 12 and the detent plate 4. This allows the movable body 16 to slide between the printed circuit board 12 and the detent plate 4 along the line connecting the shaft 3 and the lock recess 7.

The movable body 16 has an engagement hole 5 which is opened on the right side in FIG.
An engagement groove 17 is provided facing the front side (see FIG. 3). This engagement groove 17 tightly accommodates the detent pin 6, but the entrance portion is gradually expanded to serve as a guide when the detent pin is inserted. Further, the movable body 16 is provided with an engaging stepped portion 18 at the lower right portion of the side surface on the printed circuit board 12 side.

When the shift lever 1 is in the "P" position, the engaging groove 17 receives the detent pin 6 and moves the movable body 16 together with the detent pin to the upper lock position (first position) shown in FIG. ) and the fifth
It is designed to move between the lower lock release position (second position) shown in the figure. At the lock position, the detent pin 6 enters the lock recess 7 to prevent the shift lever 1 from shifting, and at the unlock position, the detent pin 6 comes out of the lock recess 7 to enable a shift operation. The fixed contacts 13A and 1 are attached to the side surface of the movable body 16 on the printed circuit board 12 side based on the movement of the movable body 16.
Two movable contacts 19A that come into contact with and separate from 3B and 13C,
19B, these fixed contacts 1
3A, 13B, 13C and movable contacts 19A, 19B
The detection switch 20 is configured by the above. This detection switch 20 is connected to an ON switch SW1 of an ignition ON circuit operated by an ignition key and an ACC switch SW3 (FIG. 6) of an ignition accessory circuit (ACC circuit).

When the movable body 16 is in the upper lock position, one movable contact 19A contacts the fixed contacts 13B and 13C, as shown in FIG.
When the movable body 16 is in the lower unlocked position, the other movable contact 19B comes into contact with the fixed contacts 13A and 13C, as shown in FIG.

A support plate 21 is attached and fixed to the detent plate 4 so as to be located on the front side of the holder 9 in Fig. 1. A first solenoid 22 is attached and fixed to this support plate 21. One end of a link 23 is connected to an actuator 22A of this solenoid 22 via a pin 26. A cylindrical portion 24 is fixed to the middle portion of this link 23, and is rotatably attached to the support plate 21 via a pin 25. The other end 23A of the link 23 is inserted into the opening 11 of the holder 9 and engages with the engagement step 1 of the movable body 16.
8. Therefore, this link 23 constitutes a main part of the locking means for holding the movable body 16 in the locked position. The link 23 is biased in a direction (arrow B direction) in which it engages with the movable body 16 by a torsion coil spring 27 wound around the cylindrical portion 24. When the first solenoid 22 is in the OFF state, the biasing force of the torsion coil spring 27 biases the link 23 in the OFF state.
3 is urged to rotate in the direction of arrow B, and when the first solenoid 22 is turned on, the actuator 22
A is attracted in the direction of the arrow C, and the link 23 is rotated in the direction opposite to the arrow B against the biasing force of the torsion coil spring 27 so as to move away from the movable body 16.

As shown in FIG. 6, the first solenoid 22
One end is connected to the fixed contact 13B, the other end is the brake switch SW2, which is ON when the engine is energized.
It is grounded via switch SW1 and vehicle battery BT. The moving contact 48 of the ON switch SW1 is linked to the operation of the ignition key. Brake switch SW2 is the brake pedal
It turns ON when BK is depressed.

The fixed contact 13C is grounded. For this reason, the first solenoid 22 is activated when the ignition ON switch SW1 is ON in the locked position shown in FIG. 6 and the brake pedal BK is depressed.

On the other hand, in FIG. 8, a rotor 30 is disposed within the housing 28 of the steering lock device 29.
is pivotally supported and rotated together with a key rotor that is rotated by an engine key (not shown). The rotor 30 has a convex portion 31 on its outer periphery.
corresponds to the actuator 32A of the second solenoid 32, which is protruded and fixed to the housing 28. The actuator 32A is biased by a compression coil spring 33 in a direction away from the convex portion 31 (in the direction of arrow D). Figure 8 shows the rotor 30
is shown in a state in which the steering lock device 29 is in the locked state with the steering lock device 29 in the locked position, and in this state, the convex portion 31 is connected to the second solenoid 3.
It faces the second actuator 32A. In this state, the rotor 30 is rotated by the key in the direction of arrow E to the operating position, for example, "ACC" shown in FIG.
When the convex portion 31 is positioned at the actuator 3
It is located at a position away from 2A. Here the 6th
The ACC switch SW3 in the figure is turned on. Furthermore, when the rotor 30 is rotated in the direction of arrow E by the key, the engine is activated and the ON switch SW1 is turned on.
turns on.

On the other hand, when the second solenoid 32 is in the OFF state, as shown in FIG. On the other hand, when the actuator 32A is turned on, the actuator 32A protrudes in the opposite direction of the arrow D against the compression coil spring 33, and is positioned within the rotation locus of the convex portion 31 as shown in FIG. .

As shown in FIG. 6, this second solenoid 3
2, one end is the fixed contact 13A of the detection switch 20
To, the other end is ACC switch SW3 and vehicle battery.
Grounded via BT. Therefore, in the unlocked position shown in FIG. 7, the second solenoid 32 is activated when the ACC switch SW3 is turned on.

Next, the operation of the above configuration will be explained. Now, when the shift lever 1 is in the "P" position, the rotor 30 is in the locked position, and the steering lock device 29 is in the locked state, the detent pin 6 is in the detent plate 4 as shown in FIG. The detent pin 6 of the movable body 16 is engaged with the lock recess 7 in the engagement hole 5 of the detent pin 6, and the movable body 16 is positioned in the upper lock position. .

Also, in this state, the ignition ACC circuit is off, the switches SW1 and SW3 are both off, and the first and second solenoids 22 and 32 are off, respectively. Since the first solenoid 22 is in the OFF state, the link 23 is rotated in the direction of arrow B, and the tip 23A of the link 23 is engaged with the movable body 16 as shown by the solid line in FIG. The movable body 16 is prevented from moving downward by engaging with the step portion 18 .

Further, since the second solenoid 32 is in the OFF state, its actuator 32A is positioned outside the rotation locus of the convex portion 31 due to the biasing force of the compression coil spring 33, and the rotor 30 is moved in the direction of the arrow E. Rotation is allowed.

Therefore, in this state, the key can be inserted and removed with the rotor 30 in the locked position, and the rotor 30 is allowed to rotate between the locked position and the operating position.

In this state, when the rotor 30 is rotated in the direction of arrow E using the key and positioned at the operating position, the protrusion 31
is the actuator 32A of the second solenoid 32
At the same time, the steering lock device 29 is brought into the unlocked state, and
ACC switch SW3 is turned on and the ACC circuit is activated. The key is further rotated in the direction of arrow E.
When the switch is in the ON position, the engine is started and ON switch SW1 is turned on. Then, if you press the brake pedal BK in this state, the brake pedal
The switch SW2 interlocked with BK is turned on, and the first solenoid 22 is connected to the vehicle battery BT through the fixed contacts 13B, 13C and the movable contact 19A (see FIG. 6) of the detection switch 20, and is turned on. Therefore, the actuator 22A of the solenoid 22 is attracted in the direction of arrow C. Along with this, the link 23 rotates in the opposite direction of arrow B, and the tip end 23A moves toward the movable body 1 as shown by the two-dot chain line in FIG.
6 is removed from the engagement step portion 18.

When the push button 8 on the shift lever 1 is pressed in this state, the detent pin 6 moves downward together with the movable body 16 engaged with the detent pin 6, and the movable body 16 moves downward.
is located at the unlocked position as shown in FIG.
The shift lever 1 can be shifted to any other position from the "P" position.

When the movable body 16 is located at the unlocked position,
As shown in FIG. 7, the second solenoid 32
is turned on, while the first solenoid 22 is turned off as the movable contact 19A separates from the fixed contact 13B. When the second solenoid 32 is turned on, its actuator 32A protrudes in the direction opposite to the arrow D against the compression coil spring 33 and is positioned within the rotation locus of the convex portion 31. By blocking the rotation in the direction of arrow E, the rotation of the rotor 30 to the lock position is blocked, making it impossible to bring the steering lock device 29 into the locked state.

On the other hand, when the first solenoid 22 is turned off, the link 23 rotates in the direction of arrow B due to the biasing force of the torsion coil spring 27, and the tip 23A moves toward the movable body 1.
It comes into contact with the side of 6. In this state, even if the brake pedal BK is depressed or released, the first solenoid 22 remains in the OFF state and the state of the link 23 does not change.

On the other hand, a case will be described in which the shift lever 1 is shifted from a position other than the "P" position to the "P" position while pressing the push button 8.

Since the movable body 16 is in the unlocked position at the "P" position, the detent pin 6 enters into the engagement groove 17 of the movable body 16 by the shift operation of the shift lever. In this way, when the shift lever 1 is in a position other than "P", the movable body 16 is in the unlocked position, so when the shift lever 1 reaches the "P" position, the detent pin 6 immediately engages the movable body 16. Can be combined. When controlling the movement of the detent pin 6 by directly engaging the tip 23A of the link 23 with the detent pin 6 within the lock recess 7, the shift lever 1 is in a position other than "P". Then, the link tip 23A enters into the lock recess 7 and prevents the detent pin 6 from moving to the "P" position, so the solenoid 22 is activated before the shift lever 1 is moved to the "P" position. This requires an operation to pull out the link tip 23A from the lock recess 7.

When the push button 8 is released after the shift lever 1 has moved to the "P" position, the detent pin 6 moves upward together with the movable body 16 and engages with the lock recess 7, and the movable body 16 is positioned at the lock position. be done. When the movable body 16 is positioned at the lock position in this way, the tip end portion 23A of the link 23, which is biased in the direction of arrow B, engages with the engagement step portion 18 of the movable body 16, and the movable body 16 is moved downward. (See Figure 4). Furthermore, the movable contact 19B of the detection switch 20 separates from the fixed contact 13A (see FIG. 6), and based on this, the second solenoid 32 is turned off, and the actuator 32A moves in the direction of arrow D, causing the convex portion 31 to rotate. Positioned outside the moving trajectory.
In this state, since the convex portion 31 is allowed to rotate in the direction opposite to the arrow E, the rotor 30 can be rotated in the direction opposite to the arrow E using the key to the lock position. When the rotor 30 is rotated to the lock position, the protrusion 31 engages the actuator 3 of the second solenoid 32.
The steering lock device 29 is brought into the locked state as shown in FIG. 8, and the key is allowed to be inserted and removed, power to the engine is cut off, and the ACC circuit is turned off. Therefore, in this state, even if an attempt is made to press the push button 8 of the shift lever 1, the downward movement of the movable body 16 is blocked by the link 23, and accordingly, the downward movement of the detent pin 6 is prevented. Since it is blocked, it is not possible to shift the shift lever 1 from the "P" position to any other position.

According to the first embodiment described above, the shift lever 1
A detection switch 20 is provided which is engaged with the detent pin 6 when the detent pin 6 is located at the "P" position and is activated based on the movement of the movable body 16 in conjunction with the movement of the detent pin 6. Therefore, the detection switch 20 can detect that the detent pin 6 has engaged with the lock recess 7 of the detent plate 4, and the shift lever 1 can be It is possible to reliably detect that the vehicle is located at the "P" position, which is a specific non-driving position.

10 and 11 show a second embodiment of the present invention, which differs from the first embodiment in the following points. That is, both sides of the holder 35 are fixed to the detent plate 4. A movable body 34 is disposed between the holder 35 and the detent plate 4, and is adapted to slide between a locked position (FIG. 10) and an unlocked position (FIG. 11). The movable body 34 is provided with a convex portion 37 on the upper side of the side surface (the surface opposite to the detent plate 4) on the front side, and is partially thick. This convex portion 37
The limit switch 38 corresponds to the holder 35.
It is fixedly installed. This limit switch 3
An elastic pressing arm 39 is provided opposite the operator 38A protruding from the handle 8. This detection switch 38 is connected to the second solenoid 32 in the first embodiment on the steering lock device side via a lead wire (not shown).

A lock lever 40 is rotatably provided on the detent plate 4 via a pin 41. This lock lever 40 has an engagement arm portion 43 that engages with and disengages from an engagement step portion 42 of the movable body 34. The connecting arm 44 protruding from the lock lever 40 is connected to the wire 4.
Actuator 22 of solenoid 22 via 5
A, and is biased in the direction of arrow F by a torsion coil spring (not shown) wound around the pin 41, and rotated in the opposite direction of arrow F when the solenoid 22 is energized.

As shown in FIG. 10, in this embodiment, a neutral switch 5 is connected to the operating circuit of the solenoid 22.
4 is added to detect the parking position of the shift lever. That is, one end of the first solenoid 22 is grounded, and the other end is connected to one end of the AND element 52. One terminal 52A at the other end of this AND element 52 is connected to the brake switch SW2, which is activated when the engine is energized.
It is grounded via switch SW1 and vehicle battery BT. The other terminal 52B at the other end of the AND element 52 is connected to the "P" contact 54A of the neutral switch 54. This neutral switch 54 has a movable contact 56 when the shift lever 1 is operated between "P" and "L".
Correspondingly, "P" contact 54A, "R" contact 5
4B, "N" contact 54C, "D" contact 54D, "2"
Contact 54E and "L" contact 54F are adapted to be contacted. Further, the movable contact 56 is connected to the ACC switch SW3 of the ignition accessory circuit, and is connected to the vehicle power source BT when the engine key is operated. Therefore, terminal 52B
is the state where shift lever 1 is in the parking position,
That is, it is connected to the vehicle power source only when engine output is not being transmitted to the wheels.
In addition to this, the AND element 52 also detects when the brake pedal BK is depressed and the switch SW2 is turned on, and when the engine is in the operating state.
When SW1 is on, the solenoid 22 is energized. Note that the power supply circuit to the engine is not shown.

Note that the neutral switch 54 lights up position indicator lamps "LP", "LR", "LN", "LD", "L2", and "LL" depending on the operating position of the shift lever 1. There is.

In this embodiment, when the shift lever 1 is positioned at a position other than the "P" position,
The movable body 34 is located at the lower unlocked position, and the tip of the engagement arm 43 of the lock lever 40 is in contact with the left side edge of the movable body 34 (the first
(See Figure 1). In this state, the convex portion 3 of the movable body 34
7 presses the operator 38A of the detection switch 38 via the pressing piece 39, and the detection switch 3
8 is turned on, and based on this, the solenoid 32 on the steering lock device side is turned on, and the steering lock device is prevented from changing from the unlocked state to the locked state. From this state, if you shift the shift lever 1 to the "P" position while pressing the push button 8, the 11th
As shown in the figure, the detent pin 6 engages with the engagement groove 17 of the movable body 34. When the push button 8 is released from the press in this state, the detent pin 6 moves upward together with the movable body 34 and engages with the lock recess 7 as shown in FIG. 10, and the movable body 34 is positioned in the upper lock position. be done. Then, the pressure on the pressing piece 39 by the convex portion 37 of the movable body 34 is released, and the detection switch 38 is turned off. Based on this, the solenoid 3 on the steering lock device side is turned off.
2 is in the off state, and the steering lock device is allowed to change from the unlocked state to the locked state. On the other hand, the engaging arm portion 43 of the lock lever 40
engages with the engagement step portion 42 of the movable body 34, and the movable body 3
The downward movement of 4 is discouraged. In this state, the engine is operating (switch SW1 is on), and when the brake pedal BK is depressed, switch SW2 is turned on, so the lock lever 40 is rotated in the opposite direction of arrow F, and the movable body 34 is rotated. Downward movement is allowed.

In the second embodiment as well, the detection switch 38 can detect that the detent pin 6 has engaged with the lock recess 7 while the shift lever 1 is in the "P" position. Positioning in the "P" position can be reliably detected.

The detection switch may be a general slide switch with an operator, a proximity switch, or the like, as long as it is activated based on the movement of the movable body.

Next, a third embodiment of the present invention will be explained with reference to FIGS. 12 to 16. This third embodiment is modified from the first embodiment, particularly in the switch portion, to facilitate manufacturing. That is, in the first embodiment, the timing for switching the switch from the lock position shown in FIG. 6 to the unlock position shown in FIG.
is preferably located at the center of the lock recess 7 in the depth direction. However, if we consider the case where this switching timing is shifted toward the bottom of the groove of the lock recess 7, the solenoid 22 is turned on when the occupant steps on the brake pedal BK in Fig. 6 after getting on the vehicle, and the movable body becomes movable. When the movable body 16 is slightly lowered, the state shown in FIG. 7 is reached, and the solenoid 22 is turned off. Therefore, in this state, even if the tip end 23A of the link 23 is pressed in the direction of the movable body 16 by the urging force of the torsion coil spring 27, the movable body 16 is prevented from engaging with the engagement step portion 18. must be sufficiently low.

However, since the movement stroke of the movable body 16, that is, the vertical movement stroke of the detent pin 6 at the "P" position, is short, it is difficult to manufacture the fixed contact and the movable contact in the detection switch 20, the mounting dimensions, and the manufacture of the movable body 16 and the link 23. Unless the tolerances of the mounting dimensions are made strict, the desired operation will not be maintained accurately.

Conversely, if the switching timing of the detection switch 20 is shifted toward the entrance of the engagement groove 17 (downward in Figures 6 and 7), the occupant attempts to stop the vehicle and get out of the vehicle, and the occupant shifts the shift lever to the "P" position. After moving to
Since the engine key is turned to the lock position, the state shown in FIG. 7 changes from the state shown in FIG. 6. However, the movable body 16
Before solenoid 3 moves securely to the lock position.
2 is turned off and the ignition key can be rotated to the lock position. Therefore, the movable body 16 and the detent pin 6 remain in the unlocked position.

As described above, the switching timing of the detection switch 20, that is, the switching timing in FIGS. 6 and 7 must be performed accurately at the midpoint of the short vertical stroke of the detent pin 6, but in the following third embodiment, this is not possible. It's resolved.

As shown in FIGS. 12 and 13, the movable body 316 in this embodiment inserts the detent plate 4 into a pair of elongated holes 310 formed along the longitudinal direction.
By inserting the pin 311 protruding from the
It is slidably guided in the same direction as in the first embodiment.

A notch 313 is formed on one side of the lower part of the movable body 316, and corresponds to the locking link 323. The center part of this link 323 is pivotally supported to the detent plate 4 by a pin 325, one end is connected to the actuator 22A of the first solenoid 22, and the other end is connected to the movable body 316 by a compression coil spring 327. It is biased in the direction of engagement with the notch 313.

Note that it is preferable that one of the locking links 323 and the movable body 316 be made of synthetic resin and the other made of metal in consideration of friction during contact.

An arm 314 protrudes from the other side of the lower part of the movable body 316 and is attached to the slider 32 of the slide switch 320.
0A to transmit the movement of the movable body to the slider.

As shown in FIG. 14, the contact structure of the slide switch 320 includes a first fixed contact 313A, a second fixed contact 313B, and a common fixed contact 313C on both sides.
are arranged parallel to each other and offset in the longitudinal direction. The first movable contact 319A and the second movable contact 319B connected to the slider 320A in FIG. 12 are the common fixed contact 313C and the first fixed contact 313, respectively.
B and between the common fixed contact 313C and the second fixed contact 313A. These common fixed contact 313C, second fixed contact 313A, and first fixed contact 313B correspond to the fixed contacts 13C, 13A, and 13B of the first embodiment (FIG. 6) and have the same wiring structure.

First movable contact 319A, second movable contact 319B
When the movable body 316 is in the lock position, it is in the solid line state in FIG. 14, and the first movable contact 319A connects the common fixed contact 313C and the first fixed contact 313B.
When the movable body 31B is turned ON and the movable body 31B is in the unlocked position, the second movable contact 3 becomes in the imaginary line state shown in FIG.
19B is the common fixed contact 313C and the second fixed contact 3
13A is turned on.

As shown in FIGS. 12 and 13, the pin 311 provided on the detent plate 4 is inserted into the guide groove 310 formed on the upper and lower sides of the left side of the movable body 316 in this embodiment. It is made movable along a line connecting the lock recess 7 and the lock recess 7. Further, this movable body 316 has a notch 313 formed at the lower left side, and a convex portion 314 projecting to the right at the lower portion.

Here, the common fixed contact 313C, the first fixed contact 313B, and the first movable contact 3 that comes into contact with and separate from these
19A constitutes a first switch section 300A for controlling the first solenoid 22, and
Common fixed contact 313C and second fixed contact 313
A and a second movable contact 319B that moves toward and away from these constitute a second switch section 300B for controlling the second solenoid 32. Of these, in the first switch portion 300A, the movable body 316 located at the lock position is moved downward together with the detent pin 6, and the cutout portion 313 is connected to the link 323.
A switching point 357 is set below the position where the movable body 316 contacts the tip of the link (see FIG. 15), that is, a position where the movable body 316 is not restrained by the link 323, and the first movable contact 319A is set at this switching point. point 357
When the switching point 357 is located in a region D above the switching point 357, it is activated, and when it is located below the switching point 357, it is activated. The second switch portion 300B is located above the position where the notch 313 of the movable body 316 abuts the tip of the link 323, that is, the detent pin 6 reliably engages with the lock recess 7 and the movable body 316 is connected to the link. The switching point 358 is set at a position where it can be restrained by the switching point 323, and when the second movable contact 319B is located in a region E below this switching point 358, it is activated, and the switching point 3
When it is located above 58, it is brought into a non-operating state. Therefore, the switching point 357 of the first switch section 300A and the switching point 358 of the second switch section 300B are vertically shifted from each other, and the operating state area D of the first switch section 300A and the second switch section 300B are vertically shifted. The region E of the operating state of the switch section 300B overlaps with the region F between the switching points 357 and 358.

Next, the operation of this third embodiment will be explained. now,
When the shift lever 1 is in the "P" position as shown in FIG. 12 and the rotor 31 of the steering lock device (see FIG. 8) is in the locked position, the detent pin 6 is in the "P" position. At the same time, the engagement groove 17 of the movable body 316 engages with the detent pin 6 of the movable body 316.
is located in the upper lock position.

In this state, the ignition ACC circuit is off, so SW1 and SW3 are both off, and the first and second solenoids 22 and 32 are off, respectively. Since the first solenoid 22 is in the OFF state, the link 323
is rotated in the direction of arrow B, and the tip of the link 323 has entered the notch 313 of the movable body 316, as shown by the solid line in FIG.

Also, since the second solenoid 32 is in the OFF state, its actuator 32A is positioned outside the rotation locus of the convex portion 31 due to the biasing force of the compression coil spring 33, as shown in FIG. 30
is allowed to rotate in the direction of arrow E.

Therefore, in this state, push button 8 of shift lever 1
Even if the shift lever 1 is pressed, the downward movement of the movable body 316 is restrained by the link 323, so that the shift lever 1 is locked at the "P" position, while the rotor 30 is located at the locked position. The state allows the key to be inserted and removed, and
The rotor 30 is allowed to rotate between a locked position and an operating position.

In this state, when the rotor 30 is rotated with the key in the direction of arrow E in FIG. 8 and positioned at the operating position,
When the convex portion 31 is removed from the position facing the actuator 32A of the second solenoid 32, the steering lock device 29 is released, the switch SW3 is turned on, the ACC circuit is activated, and the key is turned on. When the ignition switch is turned, the ignition switch is turned on, the engine is started, and switch SW1 is turned on. When the brake pedal BK is depressed in this state, the switch SW2 linked to the brake pedal BK is turned on, and the first switch section 300 is turned on.
The first solenoid 22 is turned on via A, and its actuator 22A is attracted in the direction of arrow C. Along with this, the link 323 is reverse arrow B
When the movable body 316 is rotated in the direction shown in FIG.

When the push button 8 on the shift lever 1 is pressed in this state, the detent pin 6 moves downward together with the movable body 316 engaged with the detent pin 6, and the movable body 3
16 is located in the unlocked position shown in FIG. 13, and in this state, by operating the shift lever 1 in the direction of arrow A, the shift lever 1 can be shifted from the "P" position to any other position.

Here, as the movable body 316 moves downward, the slider 320A of the switch 320 moves downward, and accordingly, the first and second movable contacts 31
9A and 319B also move downward from the solid line state in FIG. When the second movable contact 319B reaches the switching point 358 as shown by the solid line in FIG. 16, the second switch portion 300B switches from the non-operating state to the operating state, thereby causing the steering wheel shown in FIG. The second solenoid 32 on the side of the locking device 29 is turned on, and its actuator 32A protrudes in the opposite direction of arrow D and is positioned within the rotation locus of the convex portion 31. In this state, the protrusion 3
The rotation in the opposite direction of arrow E of 1 is the actuator 33.
A prevents the rotor 30 from rotating to the lock position, making it impossible to bring the steering lock device 29 into the lock state. Then, the movable body 316 is further moved downward, and the first movable contact 319A reaches the switching point 357 as shown by the two-dot chain line in FIG.
When the first solenoid 22 is exceeded downwardly, the first solenoid 22 is turned off. Then, regardless of the state of the brake pedal, the link 323 is rotated in the direction of arrow B by the biasing force of the compression coil spring 327.
The tip of 23 is a notch 313 in the movable body 316
The link 32 is in contact with the upper left edge.
3, this state is maintained even when the movable body 316 is moved to the unlocked position (see FIG. 13).

On the other hand, when the shift lever 1 is shifted from a position other than "P" to the "P" position while pressing the push button 8, the detent pin 6 engages with the engagement groove 17 of the movable body 316 located at the unlocked position. When the push button 8 is released from the press in this state, the detent pin 6 moves upward together with the movable body 316 and engages with the lock recess 7, and the movable body 316 is positioned at the lock position.

Here, when the first movable contact 319A reaches the switching point 357 as the movable body 316 moves upward, the first switch portion 300A is switched to the operating state. At this time, if the brake pedal BK is depressed, the link 323 is rotated in the opposite direction of arrow B.
Further, if the brake pedal BK is not depressed, the link 323 remains rotated in the direction of the arrow B, and as the movable body 316 is further moved upward, the tip of the link 323 enters the notch 313. Infiltrate. Then, when the movable body 316 moves further upward and the second movable contact 319B crosses the switching point 358, the second switch portion 300B is switched to the non-operating state, thereby turning the second solenoid 32 to the OFF state. The actuator 32A moves in the direction of arrow D and is positioned outside the rotation locus of the convex portion 31. In this state, since the convex portion 31 is allowed to rotate in the direction opposite to the arrow E, the rotor 30 can be rotated in the direction opposite to the arrow E using the key to the lock position.

When the rotor 30 is rotated to the lock position, the protrusion 3
1 is the actuator 32 of the second solenoid 32
The steering lock device 29 is brought into the locked state as shown in FIG. 8, facing A, and the key is allowed to be inserted and removed.Furthermore, the ACC circuit is turned off and both SW1 and SW3 are turned off. Therefore, in this state, shift lever 1
Even if the push button 8 is pressed, the downward movement of the movable body 316 is restricted by the link 323, so the detent pin 6 cannot be released from the lock recess 7, and the shift lever 1 is P'' position cannot be shifted to any other position.

According to this embodiment, a switching point 357 of the first switch section 300A for controlling the first solenoid 22 and a switching point 358 of the second switch section 300B for controlling the second solenoid 32 are configured. The switching points 357 and 358 are made to differ as described above, and the region D in which the first switch portion 300A is activated and the region E in which the second switch portion 300B is activated are overlapped between the switching points 357 and 358. Therefore, even if an error occurs in the installation of the first and second switch parts 300A and 300B, the error can be absorbed, and problems in the control of the first and second solenoids 22 and 32 can be avoided. Therefore, the first and second switch parts 300A and 300B can be easily attached.

FIG. 17 shows a state corresponding to FIGS. 6 and 7 of the fourth embodiment of the present invention. In this Figure 17, the movable contact 19A turns on the fixed contacts 13B and 13C.
area I, and the movable contact 19B is the fixed contact 13.
This clearly shows the state in which the region J where A and 13C are ON overlap over the length K, and the same effect as the third embodiment can be obtained.

Further, FIGS. 18 and 19 show a fifth embodiment of the present invention, and only the parts different from the third embodiment will be described. The actuator 22A of the first solenoid 22 is oriented toward the right in FIG. 18, and the lower end of a link 323, which is a lock lever, is rotatably connected to the actuator 22A. When the first solenoid 22 is in the OFF state, the link 323 is biased in the direction of the arrow L by the compression coil spring 327, as shown by the solid line in FIG. , when the first solenoid 22 is turned on, the actuator 22A is attracted in the direction of the arrow M, and is rotated in the opposite direction of the arrow L, as shown by the chain double-dashed line in the same figure, so that the tip of the actuator 22A is turned into the movable body 316. It is adapted to be inserted into the notch 313 of the.

On the other hand, a switch 320 linked to the movable body 316
In FIG. 19, which shows the contact configuration, the second fixed contact 313A is located on one side in the longitudinal direction of the common fixed contact 313C, and on the same side as the first fixed contact 313B, unlike the third embodiment (FIG. 14). It is located.
Further, the length of the second fixed contact 313A is made shorter than the length (region N) of the first fixed contact 313B by a length P, and its operating region has a length O.

To explain the operation of this fifth embodiment, when the shift lever 1 is located at the "P" position and the movable body 316 is located at the upper lock position, the first and second movable contacts 319A, 319B
is located at the position shown by the solid line in Figure 19,
In this state, the rotor 30 is rotated to the ACC position,
Further, when the ON position is reached, SW1 and SW3 are turned on, and the first and second switch sections 300
Since A and 300B are in the on state, a drive current flows to the first solenoid 22, turning it on, and the actuator 22A is attracted in the direction of arrow M, and the link 323 is rotated in the opposite direction of arrow L. . When the first solenoid 22 is turned on and a predetermined period of time has elapsed, the current is switched to a holding current by a timer (not shown), and the link 323 is held rotated in the direction of arrow L. When the brake pedal is depressed in this state, the first solenoid 22 is turned off, and the link 323 is rotated in the direction of arrow L by the compression coil spring 327. In this state, the movable body 316 is allowed to move downward, so the shift lever 1 can be unlocked by operating the push button 8 of the shift lever 1. However, if the push button 8 is pressed without stepping on the brake pedal, the movable body 316 can be moved downward until the notch 313 of the movable body 316 comes into contact with the tip of the link 323; As shown by the dashed line in FIG. 19, even if the second switch section 300B is turned off, the first switch section 300A remains on and the first solenoid 22 is kept in the on state, so the shift lever 1 cannot be unlocked.

On the other hand, when the shift lever 1 is shifted from a position other than "P" to the "P" position,
As the push button 8 is released, the movable body 316 moves upward, and the second movable contact 319B rises from the position indicated by the two-dot chain line in FIG. turned on. On the other hand, in this state, the second switch portion 300B remains in the off state, so the first solenoid 22 remains in the off state. And movable body 3
16 further moves upwards to the second switch section 30.
When 0B turns on, the first solenoid 22
is turned on, the link 323 is rotated in the opposite direction of arrow L, and the tip of the link 323 touches the movable body 31.
It enters into the notch 313 of No. 6. In this case, if the brake pedal is depressed when the second switch portion 300B is in the ON state, the first solenoid 22 remains in the OFF state and the brake pedal is released. It is turned on accordingly.

In this case, the second solenoid 32 on the steering lock device 29 side is connected to the second switch section 3.
The second movable contact 32 at 00B is the switching point 35
8, the steering lock device 29 is allowed to be in the off state and in the locked state, and the second movable contact 319B is at the switching point 358.
When the steering lock device 29 is located further downward, it is turned on and the steering lock device 29 is prevented from being locked.

Also in the fifth embodiment described above, the switching point 357 of the first switch section 300A and the switching point 358 of the second switch section 300B are vertically shifted, and the switching point 357 of the first switch section 300A is shifted vertically.
Since the area N in which the first switch part 300A is in the operating state and the area O in which the second switch part 300B is in the operating state are wrapped in the area P, it is easy to attach the first and second switch parts 300A and 300B. Even if an error occurs, the error can be absorbed, no problem will occur in the control of the first solenoid 22, and the switch can be easily installed.

Moreover, in this case, when the movable body 316 rises from the unlocked position to the locked position, the first solenoid 22 is activated at the switching point 358 of the second switch section 300B instead of at the switching point 357 of the first switch section 300A. Since the first solenoid 22 is turned on, the link 3
23 reliably enters into the notch 313 of the movable body 316, and the movable body 316 can be reliably restrained. By the way, the switching point 357 of the first switch section 300A
If the first solenoid 22 is turned on when the link 323 reaches the movable body 31
6, and there is a risk that the current will be switched to the holding current in this state. If this happens, even if the movable body 316 subsequently moves upward, the link 323 will not move in the opposite direction of the arrow L. is not rotated, and there is a possibility that the link 323 will not be able to restrain the movable body 316, but according to the fifth embodiment described above, there is no such possibility.

In each of the embodiments described above, the movable body may be restrained directly by the first solenoid 22 without using a link, or a motor or the like may be used instead of the solenoid.

In addition to the device stated in claim (1), there are the following devices.

An engagement groove for accommodating the detent pin of the shift lever is formed in the movable body, and when the shift lever reaches the specific shift position, the engagement groove accommodates the detent pin and the detent pin and the movable body are connected. 2. The speed change operation device for an automatic transmission according to claim 1, wherein relative movement in a movement direction between the first position and the second position is prevented.

The entrance portion of the engagement groove is a guide surface that gradually widens in order to facilitate accommodation of the detent pin into the engagement groove when the shift lever moves from another shift position to the specific position. A gear shift operation device for an automatic transmission described in .

The detent means includes a detent plate in which a lock recess into which a detent pin engages is formed, the movable body is arranged to move along the lock recess of the detent plate, and the engagement groove is arranged in the lock recess in the detent plate. 2. The speed change operation device for an automatic transmission according to claim 1, wherein the shift operation device is arranged facing the lock recess.

The shift operating device for an automatic transmission according to the above, wherein a holder for accommodating the movable body is fixed to the detent plate, and the movable body moves while being guided by the holder.

The holder is formed with an opening through which the locking means passes, and the locking means is engageable with the movable body through the opening.

2. A shift operating device for an automatic transmission according to claim 1, wherein the locking means moves substantially perpendicularly to the direction of movement of the movable body between the first and second positions and engages with the movable body.

The shift operating device for an automatic transmission as described above, wherein the locking means is biased in a direction to engage with the movable body, and is moved in a direction away from the movable body by an operation by an occupant.

The gear change operation device for an automatic transmission according to the above, further comprising a solenoid for separating the locking means from the movable body, and the solenoid is actuated by an operation by an occupant such as a brake operation.

The detection means includes a fixed contact and a moving contact, and the moving contact is attached to a movable body.
The gear shift operation device for the automatic transmission described in (1).

The movable contact contacts or separates from a first fixed contact in a first position to actuate a first circuit, and the movable contact contacts or separates from a second fixed contact in a second position to actuate a second circuit. , the shift operating device for an automatic transmission described above, which detects the first position and the second position of the detent pin, respectively.

The speed change operation device for an automatic transmission according to the above, wherein the fixed contact is provided on a holder that guides a movable member.

the moving contact is between a first position and a second position;
The speed change operating device for an automatic transmission as described above, comprising a state in which both the first circuit and the second circuit are operated.

A pair of the first fixed contacts are provided parallel to each other along the moving direction within a specific shift position of the detent pin, and the first moving contact communicates between these fixed contacts, thereby forming a first circuit. a second circuit contact is likewise provided;
The shift operation device for an automatic transmission as described above, wherein the second circuit is operated by the second moving contact communicating between these second fixed contacts.

The first movable contact and the first fixed contact move the movable body to the second position when the ignition key is in the ON position, the brake pedal is depressed, and the detent pin is in the first position. The shift operating device for the automatic transmission described above, which is movable.

The second fixed contact and the second movable contact are configured to enable the ignition key to be moved from the ACC position to the lock position when the ignition key is in the ACC position and the detent pin is in the second position. The speed change operating device for the automatic transmission described above, which operates a solenoid.

[Effect of idea]

Since the present invention has the above configuration, it has excellent effects of accurately detecting the movement of the detent pin, reliably controlling the movement of the detent pin, and facilitating the operation of the shift lever to the parking position.

[Brief explanation of the drawing]

Fig. 1 is an exploded perspective view showing the first embodiment of the present invention, Fig. 2 is a partially cutaway side view of the first embodiment, and Fig. 3 is a partially cutaway side view of the first embodiment.
4 is a side view of the movable body and detent plate showing the locked position; FIG. 5 is a side view of the movable body and detent plate showing the unlocked position; Figure 6 is a front view of the detection switch showing the locked position, Figure 7 is a front view of the detection switch showing the unlocked position, Figure 8 is a sectional view of the steering lock device showing the locked state, and Figure 9 is the ACC state. 10 is a side view corresponding to FIG. 4 showing the lock position of the second embodiment; FIG. 11 is a side view showing the unlocked position in the operating state of FIG. 10; Fig. 12 is a side view corresponding to Fig. 2 of the third embodiment, Fig. 13 is a side view showing the unlocked position of the third embodiment, and Fig. 14 is a front view showing the detection switch of the third embodiment. , FIG. 15 is a side view showing the lock position of the third embodiment, FIG. 16 is an operating state diagram of FIG. 14, FIG. 17 is a front view showing the detection switch of the fourth embodiment, and FIG. 12th of 5 Examples
FIG. 19 is a side view corresponding to the figure, and FIG. 19 is a front view showing the detection switch of the fifth embodiment. 1...Shift lever, 5...Engagement hole, 6...Detent pin, 7...Lock recess, 16, 34,
316...Movable body, 20,38,320...Detection switch, 22,32...Solenoid, 23,3
23...Link, 40...Rock lever.

Claims (1)

[Scope of Claim for Utility Model Registration] A shift operating device for an automatic transmission comprising: a shift lever that is moved in the shifting direction by an occupant during gear shifting operation; and a button pushed by the occupant in a direction substantially perpendicular to the shifting direction of the shift lever. a detent pin mounted so as to be movable from a first position to a second position by operation of the shift lever; detent means for preventing movement of the shift lever to other shift positions and allowing movement to the other shift position when the detent pin is in the second position; and when the shift lever is in the particular position; The shift lever engages with the detent pin and moves together with the detent pin between a first position and a second position, and when the shift lever moves from the specific position to another shift position, the shift lever is in the second position and shifts. a movable body that engages with the detent pin when the lever returns to the specific position; detection means that detects the movement of the movable body to detect the first and second positions of the detent pin; 1. A shift operation device for an automatic transmission, comprising a locking means that engages with the movable body to prevent the movable body from moving to the second position when the movable body and the tent pin are in the first position.