JPH07119825A - Shift lever device - Google Patents

Abstract

PURPOSE:To guarantee realization of low speed stage even if an electrical system has failure without increasing the number of shift positions. CONSTITUTION:In an automatic transmission having both automatic shift mode and manual shift mode, realization of predetermined low speed stage is guaranteed without increasing the number of positions to a shift path and by sequentially operating a manual valve when a shift lever has a predetermined operation even if switches SW1-SW4 have failure.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift lever device.

[0002]

2. Description of the Related Art Conventionally, a shift speed is manually changed by an automatic shift mode in which a shift speed is automatically changed according to a running state and a shift operation of a shift lever to each shift speed position by a driver's hand. There has been proposed an automatic transmission having a manual transmission mode that enables the transmission.

In such an automatic transmission, the shift path of the shift lever is, for example, as shown in FIG. That is, in this example, the position indicated by D in the figure is the D range (drive range) position corresponding to the automatic speed change mode in which the first speed to the fourth speed are automatically changed according to the running state. . Further, the first to fourth speeds are manually changed by shifting the shift lever by the driver's hand to the H-shaped positions shown by 1 to 4 with the D range position interposed therebetween. It corresponds to the position corresponding to the manual shift mode.

In such an automatic transmission having both the automatic shift mode and the manual shift mode, generally, the manual valve for ensuring a predetermined hydraulic pressure mode is electrically switched according to the shift stage to be formed. It is configured to be driven by a solenoid.

[0005]

As described above, in the apparatus in which the manual valve is operated by the electrically driven solenoid, the electric system fails due to, for example, disconnection or short circuit. In case of accident, it is generally configured to achieve a shift stage (on the high-speed stage side close to the shift stage during normal operation) that can be made with a normal solenoid that remains as a fail-safe. Target.

Further, when all the solenoids have failed, the hydraulic circuit is constructed so that the highest speed stage is achieved. Therefore, in the case of adopting such a fail-safe system, if the solenoid fails, it becomes impossible to achieve the low speed stage, so that the starting acceleration performance is significantly lowered, and at the same time, the effect of engine braking is also poor. Become.

Therefore, as shown in Japanese Patent Application No. 5-44824, S and L ranges are provided in addition to the above-mentioned positions, and when the shift lever is operated to this range, the manual valve is operated regardless of the failure of the electric system. Has been proposed that can be moved to a position that provides a hydraulic circuit mode that realizes a low speed range. This is shown in FIG.
If it applies to the shift lever of (A), FIG. 20 (B)
It is thought that it will be a structure like.

However, the reason why the number of positions in the shift lever device is increased in this way is that the number of positions, which is increased even by only providing the automatic shift mode and the manual shift mode, further increases the usability. Not only worsens the number of users, but also limits the number of users who can effectively use it.

The present invention has been made in view of the above problems, and reliably achieves a predetermined low speed stage without increasing the number of shift lever positions and even when the electric system fails. An object of the present invention is to provide a shift lever device that can be used.

[0010]

SUMMARY OF THE INVENTION The present invention provides a shift lever device capable of manually shifting the shift stage by manually shifting the shift lever to each shift position by the driver's hand. The manual valve is configured to be electrically operated to secure the hydraulic circuit mode of the above, and the manual valve is operated in a predetermined direction with respect to the movement of the shift lever in the predetermined direction in the manual shift operation. The above problem is solved by being configured to move in a mechanically interlocked manner to a position that is a hydraulic circuit mode that realizes the low-speed range.

[0011]

According to the present invention, in the shift operation of the shift lever in the manual gear shift, the movement of the shift lever in a predetermined direction, for example, the movement of trying to select the first speed, is controlled by the manual valve (regardless of the electric system). ) It is configured to move "mechanically interlocked" to a position that is a hydraulic circuit mode that realizes a predetermined low speed range (for example, engine braking is effective, so-called conventional S range or L range). .

Therefore, the operability of the manual shift is not particularly different from the conventional one, and when the shift lever is moved to the low speed stage side in the manual shift, the manual valve is mechanically interlocked with the shift lever. It becomes possible to surely realize the low speed stage regardless of the failure.

[0013]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 4 is a skeleton showing an example of a gear train of an automatic transmission to which the present invention is applied.
This automatic transmission 900 has a lockup clutch 911.
And a planetary transmission gear mechanism 920. Planetary speed change gear mechanism 92
0 is an overdrive planetary gear unit 921
And a main transmission unit 922. The main transmission unit 922 is composed of a front planetary gear unit 922a and a rear planetary gear unit 922b.

The overdrive planetary gear unit 921 is connected to the input shaft 901, and is connected to the carrier CR1 for supporting the planetary pinion P1, the sun gear S1 fitted to the input shaft 901, and the input shaft 902 of the main transmission unit 922. And a ring gear R1. An overdrive direct clutch C0 and a one-way clutch F0 are provided between the carrier CR1 and the sun gear S1, and an overdrive brake B0 is provided between the sun gear S1 and the transmission case.

The front planetary gear unit 922a of the main transmission unit 922 is connected to the output shaft 903 and also has a carrier C that supports the planetary pinion P2.
R2, a sun gear S2 arranged concentrically with the output shaft 903 and integrally formed with the sun gear S3 of the rear planetary gear unit 922b, and a ring gear R2 connected to the input shaft 902 via the forward clutch C1. A direct clutch C2 is interposed between the input shaft 902 and the sun gear S2, and a second coast brake B1 including a band brake is interposed between the sun gear S2 and the case. A multi-plate second brake B2 is provided between the sun gear S2 and the case via a one-way clutch F1.
Is provided.

On the other hand, the rear planetary gear unit 922b of the main transmission unit 922 is a planetary pinion P3.
And a ring gear R3 connected to the carrier CR2 and the output shaft 903. A first and reverse brake B3 and a one-way clutch F2 are arranged in parallel between the carrier CR3 and the case.

FIG. 5 shows the operation of the gear train configured as described above. Each solenoid No. 1 to No. 3 is turned on (indicated by a circle in the table) and turned off (indicated by an x in the table). Shown), each clutch C0-C2 and brake B
0 to B3 are engaged (indicated by ◯ in the table) or released (indicated by x in the table), and the respective shift speeds in the automatic shift mode and the manual shift mode are achieved.

FIG. 6 shows each clutch C of the above gear train.
It is a circuit diagram showing the important section of a hydraulic control device for driving 0-C2 and brakes B0-B3. This example is of the fourth forward speed and includes two speed change solenoids No. 1 and No. 2 which are operated by a solenoid signal from an electronic control device and three solenoids No. 1 and No. 2 which are controlled by the solenoids No. 1 and No. 2. The shift valve includes a 1-2 shift valve 903, a 2-3 shift valve 904, and a 3-4 shift valve 905.

The solenoid No. 1 controls the 2-3 shift valve 904, and is an oil passage from the port d of the manual valve 906 to the solenoid pressure receiving chamber 41 of the 2-3 shift valve 904 via the strainer and the orifice. Is provided downstream of the orifice.

The solenoid No. 2 controls the 1-2 shift valve 903 and the 3-4 shift valve 905. From the line pressure oil passage L1 connected to the oil passage generating means PL for supplying the line pressure in this embodiment. It reaches the solenoid pressure receiving chamber 931 of the 1-2 shift valve 903 through the strainer and the orifice, and the 3-4 shift valve 90.
No. 5 solenoid pressure receiving chamber 951 is provided downstream of the orifice of the oil passage.

The 1-2 shift valve 903 is a brake B.
The hydraulic pressure supply / discharge to / from the servos B-1 to B-3 for engaging / disengaging the servo motors 1 to B3 is controlled by the displacement of the spool 932. The four lands 932a of the spool 932
3 input ports 933 to 935 corresponding to 932d,
I / O ports b1 to b3 and three drain ports EX
Is equipped with. The solenoid pressure receiving chamber 931 is provided in the valve body on one end side of the spool 932, and the spring chamber 936 accommodating a spring for urging the spool 932 to the solenoid pressure receiving chamber 931 side is provided in the valve body on the other end side. Has been.

The spring chamber 936 is provided with a port 937 for introducing a signal pressure from an oil passage extending from the 2-3 shift valve 904 to the servo C-2. The input port 933 of the 1-2 shift valve 903 is a manual valve 9
Connected to the D range pressure oil passage Ld connected to the port d of No. 06, the input / output port b 1 is connected to the servo B-1 via the second coast modulator valve, and the input / output port b 2,
b3 is directly connected to the servos B-2 and B-3, respectively.

The 2-3 shift valve 904 includes a clutch C.
The spool 9 is for switching control between supply and discharge of hydraulic pressure to the servo C-2 that engages and disengages 2 and supply of hydraulic pressure to the 1-2 shift valve 903 by the displacement of the spool 942.
42 sets of three input ports 943 to 945 and input / output ports c2 and b corresponding to the six lands 942a to 942f.
It is provided with 4, b 5 and two drain ports EX.
The solenoid pressure receiving chamber 941 is provided in the valve body on one end side of the spool 942, and the spring chamber 946 containing a spring for urging the spool 942 toward the solenoid pressure receiving chamber 941 is provided in the valve body on the other end side. Has been.
Further, the 2-3 shift valve 904 further has a signal output port 9
47 are provided. The port 3-4 is connected to a spring chamber 956 described later, which is described later.

Input port 9 of this 2-3 shift valve 4
43 is connected to the line pressure oil passage L1 similarly to the conventional one, and the input / output port c2 is connected to the servo C-2 and the output port b.
4 through the low coast modulator valve to the input port 935 of the 1-2 shift valve 903 and the output port b
5 is connected to the input port 934. However, unlike the conventional one, the input port 944 and the input port 945 are connected to the D-range pressure oil passage Ld via a coast brake cutoff valve 7 described later.

The 3-4 shift valve 905 includes a clutch C.
The hydraulic pressure supply / discharge for the servo C-0 that engages / disengages 0 and the hydraulic pressure supply / discharge for the servo B-0 that engages / disengages the brake B0 are switched and controlled by the displacement of the spool 952. Land 952a-952
One input port 953 and two sets of input / output ports c 0 and b 0 and a drain port EX are provided corresponding to d.
The valve body on one end side of the spool 952 is provided with a solenoid pressure receiving chamber 951, and the valve body on the other end side is provided with a spring chamber 956 accommodating a spring for urging the spool 952 toward the solenoid pressure receiving chamber 951. ing.

In the spring chamber 956, as described above, 2
The signal oil passage from the signal output port 947 of the −3 shift valve 904 is connected. This 3-4 shift valve 9
The input port 953 of 05 is connected to the line pressure oil passage L1, the input / output port c 0 is connected to the servo C-0, and the input / output port is connected to the servo C-0.
b 0 is connected to the servo B-0.

This circuit is further provided with a coast brake cutoff valve 907 and a solenoid No. 3 for controlling it.
Has been added.

Coast brake cutoff valve 907
Are input ports 944, 9 of the 2-3 shift valve 904.
It is provided in the middle of the D range pressure oil passage Ld reaching 45. The spool 972 of this valve 907 is a land 97
2a and 972b, the land 972a opens and closes the input port connected to the D range pressure oil passage Ld, and the land 972b opens and closes the drain port EX.

The solenoid No. 3 is connected to the solenoid pressure receiving chamber 971 of the coast brake cutoff valve 907 via the strainer and the orifice, and the D range pressure oil passage Ld.
Is provided downstream of the orifice.

These operate in the manual shift mode described later, and the input port 944 of the 2-3 shift valve 904.
And an input port 945 for supplying the D range pressure. That is, the first and reverse brakes B3 are operated to apply the engine brake during the first speed in the manual shift mode, and the second coast brake B1 is operated to apply the engine brake during the second speed. Therefore, the servo B- that operates these brakes
Reference numeral 3 and B-1 constitute an engine brake servo in this embodiment. The D range pressure oil passage Ld is directly connected to the servo C-1 of the clutch C1 as in the conventional case.

Next, the operation of the hydraulic control system will be described with reference to FIGS. It should be noted that in FIG. 6, the numbers drawn across the center line above each shift valve indicate the position of the spool at each speed stage, for example, 1-2.
In the shift valve 903, the spool 93 in the first speed
2 indicates the lower position in the figure and the upper position in the second to fourth speeds.

Although not shown in the operation table, starting from the N position, the port d of the manual valve 906 is drained in communication with the port EX at the N position, and only the solenoid No. 1 is turned on. Therefore, at this time, only the line pressure acts on the circuit, and the D range pressure does not act. In this state, the spool 932 of the 1-2 shift valve 903 receives the line pressure in the solenoid pressure receiving chamber 931 and is in the lowered position, and the spool 942 of the 2-3 shift valve 904 is pushed up by the spring force and is in the raised position. . The spool 952 of the 3-4 shift valve 905 receives the line pressure in the solenoid pressure receiving chamber 951, and at the same time, the spring chamber 956 also receives the port 94 of the 2-3 shift valve 904.
Since it receives the line pressure after 3,947, it is in the raised position by the spring force. Line pressure is 3-4 shift valve 905
It is supplied only to the servo C-0 via the port 953, c0 of the.

Looking at this state in the gear train of FIG. 4, the overdrive planetary gear unit 921 is shown.
Since the carrier CR1 and the sun gear S1 are directly connected, the ring gear R1 is also directly connected, which corresponds to a state in which the entire overdrive planetary gear unit 921 is integrally rotated.

From this state, when the manual valve 906 is shifted to the D position (automatic shift mode) by operating the shift lever which will be described later, the port d communicates with the line pressure oil passage L1 and the hydraulic control circuit has the D range. Pressure will also be applied. Therefore, the D range pressure is applied to the servo C-1. This is the 1ST in AUTO in FIG.
Speed) position. At this time, in the gear train shown in FIG. 4, rotation is input to the ring gear R2 of the front planetary gear unit 922a by engagement of the forward clutch C1. As a result, the rotation of the link gear R2 is transmitted to the output shaft 903 via the carrier CR2, and is also transmitted to the carrier CR3 via the sun gear S2, the sun gear S3, and the planetary pinion P3 to try to reverse the carrier CR3. However, the one-way clutch F
This reversal is blocked by the action of 2, and planetary pinion P
The rotation of the ring gear R3 corresponding to the rotation of the output shaft 90
3 is transmitted.

The shift to the second speed in the D range (automatic shift mode) is performed by turning on the solenoid No. 2 as shown in FIG. As a result, the solenoid pressure receiving chamber 9
31 and the line pressure applied to the solenoid pressure receiving chamber 951 are drained. As a result 1-2 shift valve 9
The spool 931 of No. 03 is displaced to the raised position, but since the line pressure acts on the spring chamber 956 of the 3-4 shift valve 905 as described above, the 3-4 shift valve 905
No spool displacement occurs. Due to the displacement of the spool of the 1-2 shift valve 903, the port b 2 becomes the port 9
Communicate with 33. Therefore, the D range pressure is supplied to the servo B-2.

At this time, in the gear train of FIG. 4, the second brake B2 is newly engaged. As a result, the reaction force rotation of both sun gears S2 and S3 is blocked by the one-way clutch F1, and the rotation due to the revolution of the planetary pinion P2 is output to the output shaft 903 via the carrier CR2.

The shift to the third speed in the D range (automatic shift mode) and the manual shift mode is performed by turning off the solenoid No. 1 as shown in FIG. At this time, since the D range pressure is applied to the solenoid pressure receiving chamber 941,
The spool 942 of the 2-3 shift valve 904 is displaced downward, the port 943 communicates with the port c 2, and the port 947 is connected.
Communicate with port 944. As a result, the spring chamber 956 of the 3-4 shift valve 905 is drained via the coast brake cutoff valve 907. With this action,
The line pressure is supplied from the port c 2 to the servo C-2.

At this time, in the gear train of FIG. 4, since the ring gear R2 and the sun gears S2 and S3 are directly connected, the planetary pinion P2 is also directly connected, and the entire front planetary gear unit 922a integrally rotates,
The input shaft 901, the input shaft 902, and the output shaft 903 rotate at a constant speed. At the third speed, the engine brake works because there is no idling during reverse driving from the wheel side. Therefore, the same configuration can be realized in both the automatic shift mode and the manual shift mode.

The shift to the fourth speed in the D range (automatic shift mode) and the manual shift mode is performed by turning off the solenoid No. 2 as shown in FIG. At this time 3-
Since the application of the line pressure to the spring chamber 956 of the 4-shift valve 905 is released during the previous shift, the application of the line pressure to the solenoid pressure receiving chamber 51 causes the spool 952 to be displaced downward against the spring pressure. To do. This operation causes port 95
3 communicates with port b 0, while port c 0 has port E
Drains in communication with X. Thus, the clutch C0 is released and the brake B0 is engaged.

At this time, in the gear train of FIG. 4, since the sun gear S1 is fixed, the input of the carrier CR1 is accelerated by the rotation of the pinion gear P1 and transmitted to the ring gear R1, so that the input shaft 902 is accelerated. The rotation is output. Even at the 4th speed, engine braking works because there is no idling during reverse driving. Therefore, the same configuration can be realized in the automatic shift mode and the manual shift mode.

The operation of the hydraulic speed change control device follows a path opposite to the above at the time of downshifting. At that time, in the gear train shown in FIG. 4, the overdrive is performed at the time of switching from the fourth speed to the third speed. The direct clutch C0 is engaged, the overdrive brake B0 is released, the overdrive direct clutch C2 is released at the time of switching from the third speed to the second speed, and the switching from the second speed to the first speed is performed. The second brake B2 is released.

On the other hand, in the first speed and the second speed in the manual shift mode, the solenoid No. 3 is turned on as shown in FIG. As a result, the pressure applied to the pressure receiving chamber 971 of the coast brake cutoff valve 7 is drained, and the spool 972 thereof takes the coast position shown in the left half of the figure. Therefore, both ports 9 of the 2-3 shift valve 4
Coast brake cutoff valve 90 on 44 and 946
The D range pressure is supplied via 7. When the 2-3 shift valve 904 is in the first speed position or the second speed position, the port 944 communicates with the port b 5 and the port 945 communicates with the port b 4, resulting in the D shift through the 2-3 shift valve 904. Range pressure is port 9 of 1-2 shift valve 903
Directly to port 34 and to port 935 via a low coast modulator valve.

In the second speed of the manual shift mode, the D range pressure thus supplied to the 1-2 shift valve 903 is supplied from the port b1 to the servo B-1 via the second coast modulator valve. . As a result, in addition to the forward clutch C1, the overdrive direct clutch C0 and the second brake B2, the second coast brake B1 is engaged, so that the main transmission unit 92
The second sun gears S2 and S3 are locked, and the engine braking becomes effective.

Further, in the first speed of the manual shift mode,
The D range pressure is supplied to the servo B-2 from the port b3. As a result, in addition to the forward clutch C1 and the overdrive direct clutch C0, the first and reverse brakes B3 are engaged, so that the carrier CR3 of the rear planetary gear unit 122b is locked and the engine braking is activated.

7 to 10 show the entire structure of the shift lever device according to this embodiment. 7 is an exploded perspective view thereof, FIGS. 8 to 10 show a state in which the respective constituent members are assembled, FIG. 8 is a side view, FIG. 9 is a rear view, and FIG. 10 is a plan view.

In the following description, front and rear, left and right,
Expressions such as up and down are used based on the arrangement state of the embodiment apparatus in the vehicle for convenience of description, and do not limit the idea of the present invention.

As shown in FIG. 7, this shift lever device includes a stationary member 1 mounted on a vehicle body (not shown), a swing retainer 2 provided on the stationary member 1, and a left-right axis X and a front-rear axis Y. And a shift lever 3 rotatably supported in the front-rear direction and the left-right direction. Further, the switch box 4 for detecting the movement of the shift lever 3 and the shift lever 3 are actuated by the left and right rotation about the front-rear axis, and the swing retainer 2 is moved to the stationary member 1.
A lock plate 5 for engaging and disengaging with is provided.

Explaining the detailed construction of each part, the stationary member 1 is composed of a dish-shaped support portion 11 (see FIG. 8) bolted to a vehicle body (not shown) and a fixed body portion welded and fixed to the upper surface thereof. 12 and. A pair of brackets 11 is formed by cutting and raising in the supporting portion 11, and a bolt hole 113 through which the shaft bolt 112 is inserted is formed in the bracket 111.
Is provided. A hole 121 is punched out above the main body portion 12, and the front and rear surfaces of the hole form a swing lock surface 122 of the lock plate 5. Furthermore, in the main body 12,
The inhibit hole 123 is formed by punching, and the upper surface of the inhibit hole 123 constitutes an inhibit cam surface.

The swing retainer 2 includes a body 21 which is fixedly held, a plastic gate plate 22 which is bolted to an upper wall thereof, and a manual valve connecting member 23 which is fixed by welding to a lower end of a right side wall thereof. Consists of. The body 21 is provided with a hole 211 through which the bolt 112 is inserted, and the bracket 2 for mounting and supporting the switch box 4 is provided.
12 is formed, and further, three guide posts 213 that engage with the sliding holes 72 of the inhibit plate 7 and guide the vertical movement thereof are attached. A hole 214 through which the shift lever 3 is inserted and a detent cam 2 are formed on the upper wall of the main body 21.
A hole 215 for inserting 23 is punched out.

Further, a pair of spring supporting projections 216 is formed so as to project leftward from the upper wall of the main body 21.

The gate plate 22 includes a shift lever 3
221 through which the lock plate 5 is slidably guided in a direction orthogonal to the hole 221.
2 and a detent lock 223 having a cam surface protruding from the lower surface and having a cam surface. The hole 221 is formed in a substantially H shape in which I-shaped holes are connected to each other at their central portions, and the front-rear length of the connection portion of the holes is substantially the front-rear width of the connecting portion 32 of the shift lever inserted therethrough. The size is equivalent to.

Therefore, when the shift lever 3 is rotated back and forth about the left-right axis in the state where it is located at the connection portion of the hole of the gate plate 22, the movement of the shift lever 3 is transmitted to the main body 21 via the gate plate 22. .

2, the lock plate 5 is made of plastic and is formed in a substantially cross shape having a protrusion 55, and the connecting portion 32 of the shift lever 3 is inserted through the center of the lock plate 5. A long hole 53 of the mold is formed. The width of the long hole 53 substantially corresponds to the left-right width of the connecting portion 32 of the shift lever inserted in the long hole, and the length thereof substantially matches the interval between the grooved collars 222 of the gate plate 22. Therefore, the lock plate 5 is guided by the grooved collar 222 when the shift lever 3 rotates left and right around the front-rear axis Y, and interlockingly slides in the direction orthogonal to the hole 221 of the gate plate 22. However, when the shift lever 3 rotates back and forth around the horizontal axis X, it does not interlock with the movement of the shift lever 3. The function of the lock plate 5 (particularly the function of the protrusion 55) will be described later in detail.

The shift lever 3 is provided with a stem 31 to which an operation window is attached, a connecting portion 32 welded and fixed to the lower end thereof, and a fixed arm portion 33 bolted to the lower end thereof. At the bottom of the stem 31, an inhibit pin 34 is arranged so that it can move up and down like the conventional shift lever.
An operation arm 35 for switching and operating the switch box 4 is welded and fixed to the upper edge of the connecting portion 32, and a spherical portion 351 is formed at the tip thereof. The arm portion 33 is supported by the cross sleeve 6 via a shaft bolt 63 that inserts the sleeve 62 so as to be rotatable left and right around the front-rear axis Y.

The crossing sleeve 6 is provided with sleeve portions 61 and 62 which are orthogonal to each other and through which the bolt 112 forming the left-right axis X and the bolt 63 forming the front-rear axis Y are inserted. Further, the sleeve portion 61 is provided with a detent plunger mechanism 64. This detent plunger mechanism 64 is
Together with the detent block 223, a detent mechanism for the swing retainer 2 of the shift lever 3 is configured. That is, the upper end of the plunger 641 pushed up by the spring cooperates with the downward cam surface of the detent block 223 to hold each position of the shift lever 3 and to generate a detent feeling when moving between the positions.

Further, a torsion spring contact member 65 extending rearward from the right upper surface of the sleeve 6 is provided in parallel with the sleeve portion 62. The contact member 65 is sandwiched between both operating ends 661 and 662 of a torsion spring 66 having a coil portion developed on the outer periphery of the rear portion of the sleeve 62 to support them, and the arm portion 33 has A torsion spring contact member 331 similar to this is provided so as to project forward. Therefore, when the shift lever 3 is rotated to the left and right with respect to the cross sleeve 6, the contact member 331 causes the contact springs 331 to operate at both operating ends 66 of the torsion spring 66.
While one of the first and the second 662 is separated, the other of the operating ends is supported by the contact member 65, so that the neutral return force of the torsion spring 66 acts on the shift lever 3.

The inhibit plate 7 is provided with a plate pin 71 which is inserted into the inhibit hole 123 of the stationary member main body 12 and constitutes an inhibit mechanism in cooperation with the inhibit cam surface. On both sides of the plate pin 71, long holes 72 into which the guide posts 213 attached to the main body 21 of the swing retainer 2 are inserted are punched out. A hole 73 through which the left and right ears of the lock plate 5 are inserted is formed by punching in the upper portion of the plate pin 71, and a spring support protrusion 74 is formed in the lower end.

The upper edge 75 of the inhibit plate 7
Is formed in an arc shape and plays a role of transmitting the displacement to the inhibit plate 7 while avoiding interference with the inhibit pin 34 due to the swing of the shift lever 3.

FIG. 11 is a perspective view showing a connecting mechanism between the manual valve connecting member 23 and the automatic transmission. The manual valve connecting member 23 is the control rod 8
1 is connected to an outer lever 83 attached to one end of a manual shaft 82. A detent lever 84 is attached to the other end of the manual shaft 82, and a manual valve 906 that slides in the valve body 85 is connected to the detent lever 84 via a rod 87. A cam notch 841 is formed on the peripheral surface of the detent lever 84, and a detent spring 88 is arranged so that the operating end of the cam notch 841 abuts.

The switch box 4 is screwed to the bracket 212 of the main body portion 21, and the detection switches SW1 to SW4 (substantially corresponding to) the first to fourth speeds of the manual shift mode of FIG. 1 are provided. Has been.

12 to 15 are side views showing the respective members of the shift lever device in a superimposed manner to show the movement thereof, and FIGS. 16 to 19 are plan views showing the operation of the lock plate of the shift lever device. It is a figure. 16 to 19
The tilt of each member caused by the tilt of the swing retainer is neglected in FIG.

FIG. 12 and FIG. 16 show the P (parking) position, in which the swing retainer 2 is in the most forward swing-tilted state. The shift lever 3 is positioned in the left-right direction by the lock plate 5, and is located at the connecting portion of the hole 221 of the gate plate 22. Although not shown in the drawing, the plate pin 71 of the inhibit plate 7 is in the inhibit state because it is accommodated in the most notch on the front of the cam surface of the inhibit hole 123 shown in FIG.

When the shift lever 3 is pulled rearward while pushing the rubber button from this P position, the inhibit pin 34
By pushing down, the upper edge 75 of the inhibit plate 7 is pushed downward, and the inhibit plate 7 is guided by the guide post 213 through the long hole 72 of the inhibit plate 7 and descends.
1 disengages from the foremost notch on the cam surface of the inhibit hole 123.

On the other hand, the shift lever 3 and the gate plate 2
2 is engaged with the central connecting portion of the hole 221, so that the swing retainer 2 swings rearward together with the shift lever 3,
1 through the (reverse) position and N (neutral) position
The D (drive) position shown in 3 is reached. During this time, the rotation of the shift lever 3 in the left-right direction is restricted by the contact sliding of the rotation restriction surface 51 of the lock plate 5 and the inner surface of the side wall of the main body 12, as shown in FIG. With this action,
As shown in FIG. 11, the manual connecting member 23 swings back and forth around the left-right axis X, and pushes out the control rod 81 connected to the lower end thereof to the front, so that the outer lever 83 rotates counterclockwise as shown by the arrow. The rod 87 is swung, and the rod 87 is retracted by swinging the manual shaft 82 and the detent lever 84 in the same direction. As a result, the manual valve 906 is switched. The moderation feeling in this operation is given by the spring force of the detent spring 88 that resists the operation of the detent lever 84. The operation so far is basically the same as the shift operation of the conventional automatic transmission.

When the shift lever 3 reaches the D position, the rotation restricting surface 51 of the lock plate 5 comes into a position matching the hole 121 formed in the side wall of the main body portion 21, so that the left and right rotation restricting of the lock plate 5 is released. It will be allowed to rotate due to being damaged. To select the second speed in this position, the shift lever 3 is tilted to the left and then pushed forward. With this tilting operation to the left, the shift lever 3 pushes the lock plate 5 to the left.
Engages with the rocking lock surface 122 of the hole 121 of the main body 12, the front-back rocking of the rocking retainer 2 is restricted, and only the shift lever 3 is not restricted.

At this time, since the neutral return spring force of the torsion spring 66 is applied to the shift lever 3, the driver feels the same resistance as the conventional manual shift device.

In the next forward pushing operation, as shown in FIG. 17, the connecting portion 32 of the shift lever 3 moves forward along the long hole 53 of the lock plate 5. At that time, the plunger 641 of the crossing sleeve 6 is attached to the detent cam 223.
(Fig. 7) It moves from the notch in the center of the cam surface to the notch in the front by overcoming the intermediate mountain portion, but the operating resistance due to the lifting force of the plunger lifting spring at that time is given to the driver as a feeling of setting, When switching from the P position to the D position, the detent spring 88 and the cam notch 841
(See FIG. 11) A shift feeling similar to that obtained by and can be obtained. Of course, the detent plunger mechanism 64 and the detent cam 223 fulfill the detent function, and hold the shift lever 3 in the second speed position.

Here, this operation is electrically detected by the switches SW1 to SW4 provided substantially corresponding to the respective positions. In this case, the second speed is detected by the switch SW2, and the computer judges. Second according to FIG.
Produce speed.

Next, in order to select the first speed, the shift lever 3 is returned once, tilted to the left from there, and then pulled backward. In this operation of tilting to the left, the regulation of the rocking motion of the rocking retainer 2 is released, and as shown in FIG. 18, the connecting portion 32 of the shift lever 3 is deeper than that when the lock plate 5 is shifted to the second speed. Press (to the left). As a result, the projecting portion 55 of the lock plate 5 comes off from the swing lock surface 122 of the stationary member 1 as shown in FIG. 18, whereby the swing retainer 2 is free to swing back and forth again.

Here, the shape of the hole 221 of the gate plate 22 was H in the past, but since the projecting portion 55 is formed in this case as shown in FIG. 2 or 7, it is added by the connecting portion 32. The applied force is directly transmitted to the gate plate 22 (moves integrally), and therefore the movement of the shift lever 3 is transmitted to the main body 21 via the gate plate 22.
Here, a manual valve connecting member 23 is welded and fixed to the lower end of the right side wall of the main body 21. Therefore, the manual valve always moves when shifting to the first speed. Therefore, even if the solenoid system electrically fails, it is guaranteed that the low speed stage is set and the engine braking is effective. That is, even if the switches SW1 to SW4 fail, the first speed cannot be achieved because the manual valve 906 moves, but hydraulic pressure downshift is guaranteed up to the second speed.

The third speed is selected in the second position with the D position as the center.
The movement is point-symmetrical to the speed, and the lever is tilted to the right from the D position and then pushed backward (FIG. 15). Therefore, the description is omitted. The selection of the fourth speed is a movement line-symmetric with the second speed with the D position as the center (FIGS. 14 and 19). The lever is tilted to the right from the D position and then pushed forward.
Therefore, also in this state, the manual valve does not interlock with the movement of the shift lever.

Incidentally, FIG. 3 shows the groove shape of the shift lever for the fifth speed. When applied to the fifth speed, it is basically the same as the fourth speed, but the arrangement of the lowest speed stage is slightly different. In other words, it is considered that it is not necessary to set the first gear out of the fifth gear as a gear position for manual shifting, so there is no need to enter it, and if the need arises for some reason, the dotted line in the figure Set it to the position. Since it is one step before the second speed, the manual valve moves one step further by operating to the first speed, and switches SW1 to SW
Even if W4 or the shift solenoids S1 to S4 fails, it is possible to set up to the second speed.

[0074]

As described above, according to the present invention,
Since the manual valve is configured to move in conjunction with the prescribed movement of the shift lever, even if a failure occurs in the electrical system, the mechanical valve moves in conjunction with the mechanical movement of the shift lever. A stage can be realized (without increasing the number of positions on the shift path). Therefore, even if the electric system fails, a predetermined power performance can be secured and a predetermined engine braking effect can be secured.

[Brief description of drawings]

FIG. 1 is a plan view showing a shift path of a shift lever device for an automatic transmission according to the present invention.

FIG. 2 is a plan view showing the shape of a lock plate 105 used in the apparatus of the above embodiment.

FIG. 3 is a plan view when the shift path shown in FIG. 1 is modified and applied to fifth speed.

FIG. 4 is a skeleton diagram showing a gear train of the apparatus of the above embodiment.

FIG. 5 is a diagram showing operating states of a solenoid, a clutch, and a brake at each shift stage.

FIG. 6 is a hydraulic circuit diagram showing a main part in a hydraulic control device of the above-described embodiment device.

FIG. 7 is an exploded perspective view of the apparatus of the above embodiment.

FIG. 8 is a side view when the respective members shown in FIG. 7 are incorporated.

FIG. 9 is a rear view of the same.

FIG. 10 is a plan view of the same.

FIG. 11 is a perspective view showing a connection mode of the apparatus of the above embodiment to an automatic transmission.

FIG. 12 is a side view showing one mode of operation of the apparatus of the above-described embodiment (P position state).

FIG. 13 is a side view of the same (D position state)

FIG. 14 is a side view of the same (second speed and fourth speed states).

FIG. 15 is a side view of the same (first speed and third speed states).

FIG. 16 is a plan view (P and D position states) showing the operation of the lock plate of the embodiment apparatus.

FIG. 17 is a plan view of the same (second speed state)

FIG. 18 is a plan view of the same (state in which shifting to first gear)

FIG. 19 is a plan view of the same (4th speed state)

FIG. 20 is a plan view corresponding to FIG. 1 showing an example of a shift path used in a conventional and improved shift lever device.

[Explanation of symbols]

 1 ... Stationary member 2 ... Oscillating retainer 3 ... Shift lever 4 ... Switch box 5 ... Lock plate 7 ... Inhibit plate 906 ... Manual valve SW1-SW4 ... Switch S1-S4 ... Solenoid

Claims (1)

[Claims] 1. In a shift lever device capable of manual shifting in which a shift stage is manually changed by a shift operation of a shift lever to each shift stage position by a driver, a predetermined hydraulic circuit mode is ensured. The manual valve is configured to be electrically operated, and the manual valve realizes a predetermined low speed range with respect to the movement of the shift lever in the predetermined direction in the manual shift. A shift lever device, wherein the shift lever device is configured so as to move mechanically in a position corresponding to a hydraulic circuit mode.