JPH0720460U - Shift lever device - Google Patents

Abstract

(57) [Abstract] [Purpose] To obtain a shift lever device which can surely be in a shift lock state under a specific condition with a simple structure without impairing operability. [Structure] N of the V-shaped stopper link 36
The locking portion 42 is engageable with the shift lever 12 located in the “N” shift range and is moved by the solenoid 48. When the N locking portion 42 corresponds to the "N" shift range, the R inhibit is set. The solenoid 48 is activated not only based on a predetermined vehicle speed, but also when it is confirmed that the intention of the shift operation to the “R” shift range based on the detection signal of the shift switch 60 is confirmed. Therefore, not only the shift lever 12 can be reliably brought into the shift lock state without impairing the operability of the shift lever 12 with a simple mechanism, but the solenoid 48 does not unnecessarily repeat ON / OFF during traveling of the vehicle, and noise is prevented. Heat generation is reduced and durability is improved.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a shift lever device for shifting a transmission of a vehicle.

[0002]

[Prior art]

 Recently, automatic transmissions for vehicles have become multi-speed shifting specifications, and there is a tendency for many shift ranges to be set. For this reason, there is a demand for a shift lever device capable of selecting a plurality of shift ranges set in large numbers.

Here, a shift lever device for shifting an automatic transmission of a vehicle generally has a structure in which a shift lever is shifted in the vehicle front-rear direction to shift the automatic transmission. Such a conventional shift lever device is limited in terms of arrangement space (shift lever operation moving range) and operability when applied to an automatic transmission having a large number of shift ranges set forth above. Therefore, there is proposed a so-called gate (zigzag operation) type shift lever device having a structure in which the shift position is selected by shifting the shift lever not only in the front / rear direction of the vehicle but also in the left / right direction of the vehicle.

In this type of zigzag operation type shift lever device, even when the shift lever device is applied to an automatic transmission having a plurality of shift ranges set, the plurality of shift lever devices can be operated in a compact space (shift lever operation movement range). The shift range can be selected and operated, and it is possible to cope with an increase in the set shift range.

By the way, in the zigzag operation type shift lever device as described above, the operation direction of the shift lever is simply set to the vehicle front-rear direction and the left-right direction (so-called zigzag). When the N shift range is selected, the shift operation to the R shift range is possible by moving the shift lever toward the front of the vehicle as it is. However, such a shift lever device requires a shift lock mechanism that enables a shift operation only under a specific condition, and the shift operation from the N shift range to the R shift range as described above may be performed by some method. Need to be restricted.

In this case, when operating the shift lever to the R shift range, there is also proposed a shift lever device configured to prevent the shift operation to the R shift range unless the shift lever knob is pushed. . However, in such a shift lever device, the operability is extremely poor because the shift lever knob is pushed in during the shift operation to the R shift range. For example, when the vehicle is moved backward, the operation is troublesome. However, there is still room for improvement in terms of operability, although it is possible to prevent erroneous operation of the shift lever, and measures for this have been earnestly desired.

[0007]

[Problems to be solved by the device]

 The present invention has been made in view of the above circumstances, and an object thereof is to obtain a shift lever device which can be surely brought into a shift lock state under a specific condition with a simple structure without impairing operability.

[0008]

[Means for Solving the Problems]

 The shift lever device according to the present invention comprises a P shift range, an R shift range, an N shift range, a D shift range, an L shift range, and one or more intermediate ranges set between the D shift range and the L shift range. A shift lever device for use in a transmission having shift ranges, wherein the shift lever device is selected as one of the plurality of shift ranges by being connected to the transmission and operated in the front, rear, left and right directions. The lever that shifts the transmission and the lever that is located in the N shift range are arranged to be engageable with each other. In the engaged state, the lever located in the N shift range is prevented from moving to the R shift range. The stopper is connected to the stopper, and normally holds the stopper in the engageable position of the lever located in the N shift range and An actuator that moves the stopper to the disengagement position of the lever located in the N shift range and an lever that is located in the N shift range are arranged so that they can be engaged with each other. A switch for detecting the pressing operation of the lever, and a predetermined vehicle speed set according to the N shift range to the L shift range when the lever is selected from the N shift range to the L shift range, and Control means for operating the actuator based on a detection signal of the switch.

[0009]

[Action]

 In the shift lever device configured as described above, the stopper is moved from the position engageable with the lever located in the N shift range to the release position by the operation of the actuator. Further, the actuator is operated by the control means based on the predetermined vehicle speed set according to the N shift range to the L shift range and the detection signal of the switch.

That is, when the lever is selected from the N shift range to the L shift range, the switch is turned off, the actuator is inactive, and the stopper is the engageable position of the lever located in the N shift range. Held in. Therefore, the movement of the lever to the R shift range is blocked, and the shift lock state is set.

On the other hand, in this state, when the lever is pushed from the N shift range to the R shift range, this is detected by the switch, and the actuator is operated by the control means based on this detection signal. As a result, the stopper is moved from the position where it can be engaged with the lever located in the N shift range to the release position, and the shift lock is released so that the lever can be moved to the R shift range. Even if the lever is pressed from the N shift range to the R shift range and detected by the switch as described above, if the set vehicle speed is reached, the actuator will not be activated by the control means. Not present (maintained in a non-operational state). Therefore, the stopper is not moved from the position engageable with the lever located in the N shift range to the release position, and the shift lock state in which the lever is prevented from moving to the R shift range is maintained.

As described above, the present shift lever device has a simple structure with a single actuator, without impairing the operability of the levers operated in the front, rear, left, and right directions, in other words, without involving other special operations. Thus, the shift lock state can be achieved. When the lever is selected from the N shift range to the L shift range, the actuator is basically in the inactive state and the shift lock state, and the lever is pressed from the N shift range to the R shift range. Only in this case (in other words, only when it is confirmed that the operator intends to perform the shift operation from the N shift range to the R shift range), the actuator is activated and the shift lock is released. Therefore, the actuator does not need to repeatedly turn ON / OFF according to the vehicle speed while the vehicle is traveling, and the noise and heat generation of the actuator can be reduced and the durability can be greatly improved. Further, if the set vehicle speed is reached, the actuator is not activated (maintained in the inoperative state) regardless of the shift operation, and the shift lock state can be reliably maintained.

[0013]

【Example】

 FIG. 1 is a perspective view showing a main part of a shift lever device 10 according to an embodiment of the present invention.

In the shift lever device 10, the shift lever 12 is integrally projected upward from the upper end of the block 14. The lower end of the block 14 is rotatably attached to the shaft 18 by a pin 16. Therefore, the shift lever 12 can be rotationally moved around the axis of the shaft 18 together with the shaft 18, and can also be rotationally moved around the pin 16. A link 20 is fixed to the end of the shaft 18, and the other end of the link 20 is connected to an automatic transmission (not shown) via a rod or the like.

A bracket 22 is integrally fixed to the side portion of the block 14. A moderation pin 24 and a spring 26 are housed in the bracket 22, and the moderation pin 24 projects in a state of being urged upward.

The shift lever 12 having the above-described structure is inserted into the guide hole 30 formed in the plate 28.

As shown in detail in FIG. 2, the guide hole 30 is formed in a meandering manner (continuous irregularities are formed), and the shift lever 12 is moved forward and backward and left and right (so-called zigzag) along the guide hole 30. It can be operated and shifted. In this case, the width dimension of the guide hole 30 is formed relatively wider than the diameter of the shift lever 12, and the shift lever 12 can move with a margin.

On the other hand, the moderation pin 24 housed in the bracket 22 is inserted into the moderation groove formed on the back surface side of the moderation plate 32. This moderation plate 32 (moderation groove) is at the shift position of the shift lever 12, that is, at each shift range of “P”, “R”, “N”, “D”, “3”, “2”, and “L”. The peripheral wall is continuously bent in a concave-convex shape in association with the above, and the concave-convex guides to a specific shift range while limiting the movement of the moderation pin 24 (that is, the movement of the shift lever 12). In this case, the width of the moderation groove is formed to be approximately the same as the diameter of the moderation pin 24. Therefore, the moderation pin 24 cannot move in the left-right direction and move in the front-back direction at the same time, and thus the moderation pin does not move. It is configured to be carried with you.

A shift switch 60 is arranged below the plate 28 so as to be engageable with the shift lever 12 located in the “N” shift range. As shown in detail in FIG. 3, the shift switch 60 has a moving contact 62. The moving contact 62 is formed with a pair of side walls 64 and 66, which can be further slid in the directions of arrow A and arrow B in FIG. When the moving contact 62 slides in the direction of arrow A in FIG. 3, it can contact a fixed contact (not shown) to close the circuit. Further, the shift switch 60 is provided with an engagement lever 68. The engagement lever 68 is rotatably supported by a shaft 70, one end of which is located between the side wall 64 and the side wall 66, and the other end of which is in the movement path of the shift lever 12 on the guide hole 30 side. It can project and engage with the shift lever 12. Further, the engagement lever 68 is held at a neutral position shown by a solid line in FIG. 3 by a biasing means (not shown). Therefore, when the shift lever 12 is moved from the "N" shift range to the "R" shift range, the engagement lever 68 is pressed by the shift lever 12 and rotated in the direction of arrow C in FIG. End presses the side wall 64, the moving contact 62 slides in the direction of arrow A, contacts a fixed contact (not shown) to close the circuit, and only the engaging lever 68 moves after passing the shift lever 12. It is configured to return to the neutral position with the contact 62 left (the state in which the fixed contact is contacted and the circuit is closed). On the other hand, when the shift lever 12 is moved from the “R” shift range to the “N” shift range, the engaging lever 68 is rotated in the direction of arrow D in FIG. 3 contrary to the above, whereby the engaging lever 68 is rotated. Is pressed against the side wall 66 and the moving contact 62 slides in the direction of arrow B to separate from the fixed contact to open the circuit.

Furthermore, the shift switch 60 is provided with a pressing lever 72. The pressing lever 72 is rotatably supported by a shaft 74, and one end of the pressing lever 72 is located between the side wall 64 and the side wall 66, while the other end is the same as the engaging lever 68 described above. It can be engaged with the shift lever 12 projecting toward the hole 30 and located in the "N" shift range. Further, the pressing lever 72 is also held at the neutral position shown by the solid line in FIG. 3 by the biasing means (not shown). Therefore, when the shift lever 12 is located in the "N" shift range and is pushed upward in the direction of FIG. 2 and FIG. 3 (the direction opposite to the "D" shift range), the push lever 72 is moved in the direction of arrow E in FIG. It is rotated so that the end of the pressing lever 72 presses the side wall 64 and the moving contact 62 slides in the direction of arrow A, and contacts the fixed contact in the same manner as described above to close the circuit. .

The shift switch 60 having the above configuration is connected to a control device 76, which will be described later, and receives a detection signal.

On the other hand, a lock device 34 is arranged near the block 14 of the shift lever 12.

The lock device 34 includes a stopper link 36. The stopper link 36 is formed in a substantially V shape in a side view, and the V-shaped base end portion is rotatably supported by a shaft 38. On the other hand, the V-shaped upper end portion of the stopper link 36 is a P locking portion 40 and an N locking portion 42, respectively. The P locking portion 40 is located in the immediate vicinity of the block 14 when the shift lever 12 is selectively moved to the “P” shift range and is engageable with the block 14, and the N locking portion 42 is When the shift lever 12 is selectively moved to the “N” shift range, the shift lever 12 is positioned immediately adjacent to the block 14 and can be engaged with the block 14.

In a state in which the P locking portion 40 of the stopper link 36 is positioned in the immediate vicinity of the block 14 when the P locking portion 40 is selectively moved to the “P” shift range, the “P” of the shift lever 12 positioned in the “P” shift range is set. Movement to a shift range other than the shift range (that is, movement in the “R” shift range direction) can be prevented, and further, the N locking portion 42 of the stopper link 36 is selected for the “N” shift range. When the block 14 is located in the immediate vicinity of the block 14 when moved, the shift lever 12 located in the “N” shift range can be prevented from moving in the “R” shift range direction.

Note that, here, the P locking portion 40 and the N locking portion 42 of the stopper link 36 move simultaneously with each other to be in the respective states described above. That is, in the state where the stopper link 36 is located in the immediate vicinity of the block 14 when the P locking portion 40 is selectively moved to the "P" shift range, the N locking portion 42 is selectively moved to the "D" shift range. The block 14 is located in the immediate vicinity of the block 14 (in other words, separated from the shift lever 12 in the “N” shift range), while the N locking portion 42 is selectively moved to the “N” shift range. In the state in which the P locking portion 40 is located in the immediate vicinity of the lock 14, the P locking portion 40 is positioned in front of the block 14 (upper in FIG. 2) when the P locking portion 40 is selectively moved to the “P” shift range. The dimensions, etc. are set.

An arm 44 extends in parallel with the shaft 38 at an intermediate portion of the stopper link 36 on the P locking portion 40 side. Further, the arm 44 is provided with a solenoid 48 which constitutes an actuator. Plunger 50 is connected. The solenoid 48 projects the plunger 50 when energized, and pulls the plunger 50 by the urging force of the return spring 52 wound when the solenoid 48 is de-energized. When the solenoid 48 is excited, the stopper link 36 is rotated around the shaft 38 in the arrow F direction in FIG. 1 by protruding the plunger 50 against the biasing force of the return spring 52. . Therefore, when the solenoid 48 is not energized, the P-locking portion 40 of the stopper link 36 is located forwardly (upward in the plane of FIG. 2) of the block 14 when the P-shift portion 40 is selectively moved to the “P” shift range. Along with this, the N locking portion 42 is located in the immediate vicinity of the block 14 when it is selectively moved to the “N” shift range, while the solenoid 48 is energized and the stopper link 36 is rotated in the arrow A direction as described above. In this case, the P locking portion 40 is located in the immediate vicinity of the block 14 when the P locking portion is selectively moved to the “P” shift range, and the N locking portion 42 is selectively moved to the “D” shift range. It will be located in the immediate vicinity of.

The solenoid 48 is electrically connected to a control device 76 as shown in FIG. 4, and a vehicle speed sensor 78 is further connected to the control device 76. As a result, the solenoid 48 is adapted to be energized and deenergized by electrical control according to the shift position of the shift lever 12 and the running state of the vehicle.

Specifically, it operates when the shift lever 12 is selected in the “P” shift range, and is stopped (demagnetized) when the brake is operated. Further, when the shift lever 12 is selected from the “N” shift range to the “L” shift range, the shift lever 12 is pressed from the “N” shift range to the “R” shift range, and this is shifted by the shift switch 60. When detected, it operates based on this detection signal. Further, as described above, even if the shift lever 12 is pushed from the "N" shift range to the "R" shift range and this is detected by the shift switch 60, if the set vehicle speed is reached, the solenoid 48 is activated. It does not happen (maintained in a non-operational state).

That is, the control device 76 basically deactivates the solenoid 48 when the shift lever 12 is selected from the N shift range to the L shift range, and the shift lever 12 causes the shift lever 12 to move to the “N” shift range. To the “R” shift range and this is detected by the shift switch 60 (in other words, when the intention of the shift operation from the “N” shift range to the “R” shift range is confirmed). Only) The solenoid 48 is operated.

Next, the operation of this embodiment will be described. In the shift lever device 10 having the above configuration, when the shift lever 12 is operated back and forth and left and right in the guide hole 30, the moderation pin 24 is guided by the unevenness of the moderation groove of the moderation plate 32, and the shift lever 12 is operated. Move to a specific shift position with a sense of moderation.

In addition, in a specific shift range, the solenoid 48 is operated by the control device 76 based on a predetermined vehicle speed and a detection signal of the shift switch 60, and the stopper link 36 causes the shift lever 12 (block 14) is moved to a position where it can be engaged and a released position.

That is, for example, when the shift lever 12 is selected in the “P” shift range, the solenoid 48 is energized. As a result, the plunger 50 is projected against the urging force of the return spring 52, the stopper link 36 is rotated around the shaft 38 in the arrow F direction in FIG. 1, and the P locking portion 40 is selectively moved to the “P” shift range. When moved, the N locking portion 42 is moved to the position closest to the block 14 and separated from the "N" shift range (a state shown by a chain double-dashed line in FIG. 2). Therefore, a shift lock state is obtained in which movement of the shift lever 12 to a shift range other than the "P" shift range (movement in the "R" shift range direction) is blocked (so-called P range shift lock).

On the other hand, when the ignition switch of the vehicle is turned on and the brake is depressed after the shift lever 12 has been selected to the “P” shift range and is in the shift lock state, the solenoid 48 is de-energized. To be done. As a result, the plunger 50 is pulled in by the urging force of the return spring 52, the stopper link 36 is rotated around the shaft 38, and the P locking portion 40 is moved more than the block 14 when it is selectively moved to the “P” shift range. It is in a state of being separated forward (upward in the plane of FIG. 2) (state shown by broken lines in FIG. 2). Therefore, the shift lock release state where the shift lever 12 can move in the “R” shift range direction is set, and the shift lever 12 can perform the shift operation.

When the shift lever 12 is operated to get out of the “P” shift range, the solenoid 46 is energized again.

On the other hand, when the shift lever 12 is selected to the “N” or “D” shift range, the engagement lever is moved by moving the shift lever 12 from the “R” shift range to the “N” shift range. 68 is rotated in the direction of arrow D in FIG. 3, whereby the end of the engaging lever 68 presses the side wall 66, the moving contact 62 slides in the direction of arrow B, separates from the fixed contact, and the circuit is opened (OFF. It is a state). Therefore, as shown in the timing chart of FIG. 5, the solenoid 48 is in a non-energized state (inoperative state), and therefore the stopper link 36 has the N locking portion 42 selectively moved to the “N” shift range. The block 14 is maintained in a state in which it is located in the immediate vicinity of the block 14 (state shown by a broken line in FIG. 2). This results in a shift lock state (so-called R inhibit) in which movement of the shift lever 12 from the "N" shift range to the "R" shift range is blocked.

In this state (R inhibit state), the N locking portion 42 moves in the “R” shift range direction corresponding to the block 14 when the N locking section 42 is selectively moved to the “N” shift range. Since it only blocks, the shift lever 12 can be moved in the “D” shift range and the “3” shift range.

Further, in this state, when the shift lever 12 is pressed from the “N” shift range to the “R” shift range, that is, when the shift lever 12 is located in the “N” shift range, the shift lever 12 shown in FIG. When the push lever 72 is pushed upward (in the direction opposite to the "D" shift range), the push lever 72 is rotated in the direction of arrow E in FIG. 3, whereby the end portion of the push lever 72 pushes the side wall 64 and moves. The contact 62 slides in the direction of arrow A to contact the fixed contact, and the circuit is closed. Based on the detection signal of the shift switch 60, the solenoid 48 is operated by the controller 76 as shown in FIG. As a result, the plunger 50 is again projected against the biasing force of the return spring 52, the stopper link 36 is rotated around the shaft 38 in the direction of arrow F in FIG. 1, and the N locking portion 42 is moved from the “N” shift range. The separated state is established (the state indicated by the chain double-dashed line in Fig. 2). Therefore, the shift lever 12 can be moved from the "N" shift range to the "R" shift range, and the shift lock (R inhibit state) is released.

Further, as described above, even if the shift lever 12 is pressed from the “N” shift range to the “R” shift range and this is detected by the shift switch 60, if the set vehicle speed is reached (vehicle speed If the sensor 78 detects this, the solenoid 48 will not be activated (maintained inactive) by the controller 76. Therefore, when the N locking portion 42 of the stopper link 36 is selectively moved to the "N" shift range, the N locking portion 42 is moved to the separated state (from the engageable position to the disengaged position) from the position closest to the block 14. As a result, the shift lock state in which the shift lever 12 is prevented from moving to the “R” shift range is maintained.

As described above, in the present shift lever device 10, the shift lock at each of the “P” and “N” shift positions of the shift lever 12 is set to the shift position of the shift lever 12 (detection signal of the shift switch 60) and setting. Since the solenoid 48 that operates according to the detected vehicle speed (the detection signal of the vehicle speed sensor 78) and the stopper link 36 that is moved by this solenoid 48 are used, the mechanism is simple and small. The space is sufficient and the cost can be significantly reduced.

When the shift lever 12 is selected from the “N” shift range to the “L” shift range, the solenoid 48 is basically in the inoperative state and the shift lock state, and the shift lever 12 is Solenoid only when the push operation is performed from the "N" shift range to the "R" shift range (in other words, only when the intention of the shift operation from the "N" shift range to the "R" shift range is confirmed). 48 is operated and the shift lock is released. Therefore, the solenoid 48 does not need to be repeatedly turned ON / OFF in accordance with the vehicle speed while the vehicle is traveling, and noise and heat generation of the solenoid 48 can be reduced and the durability can be greatly improved. Further, if the set vehicle speed is reached, the solenoid 48 is not activated (maintained in the inoperative state) regardless of the shift operation, and the shift lock state can be reliably maintained.

Furthermore, the shift lever 12 that is operated to the front, rear, left, and right can be moved to a desired shift range without any other special operation (for example, pushing operation of the shift lever 12). 12 does not impair the operability.

The above-described embodiment is used for a so-called 4-speed automatic transmission having shift ranges of “3” and “2” between the shift range of “D” and the shift range of “L”. Although the shift lever device 10 has been described, the present invention is not limited to this, and can be applied to a so-called 5-speed or 3-speed automatic transmission.

[0043]

[Effect of device]

 Since the present invention has the above-mentioned configuration, it has an excellent effect that the shift lock state can be reliably achieved under a specific condition with a simple structure without impairing the operability.

[Brief description of drawings]

FIG. 1 is a perspective view showing a configuration of a main part of a shift lever device according to an embodiment of the present invention.

FIG. 2 is a plan view showing a correspondence relationship between a shift lever, a guide hole and a stopper link of the shift lever device according to the embodiment of the present invention.

FIG. 3 is a schematic cross-sectional view showing a configuration and an arrangement state of a shift switch of a shift lever device according to an embodiment of the present invention.

FIG. 4 is a configuration diagram showing a relationship among a shift switch, a solenoid, a control device and the like of a shift lever device according to an embodiment of the present invention.

FIG. 5 is a timing chart showing the relationship between the operation of the shift switch, the solenoid, etc., and the shift lock state of the shift lever device according to the embodiment of the present invention.

[Explanation of symbols]

 10 shift lever device 12 shift lever (lever) 34 locking device 36 stopper link (stopper) 40 P locking portion 42 N locking portion 48 solenoid (actuator) 60 shift switch (switch) 76 control device (control means)

Claims (1)

[Scope of utility model registration request] 1. A P shift range, an R shift range, an N shift range, a D shift range, an L shift range, and one or a plurality of intermediate shift ranges set between the D shift range and the L shift range. A shift lever device used in a transmission having each shift range, the shift lever device being selected from one of the plurality of shift ranges by being connected to the transmission and being operated forward, backward, leftward and rightward. A lever, a stopper arranged to be engageable with the lever located in the N shift range, and, in the engaged state, a stopper for preventing the lever located in the N shift range from moving to the R shift range; Normally, the stopper is held at an engageable position of the lever located in the N shift range, and the stopper is shifted N times during operation. An actuator that moves the lever located in the range to the disengagement position, and an actuator that is arranged so as to be engageable with the lever located in the N shift range, and that performs a pressing operation of the lever from the N shift range to the R shift range. A switch to detect, and the actuator based on a predetermined vehicle speed set according to the N shift range to the L shift range and a detection signal of the switch when the lever is selected from the N shift range to the L shift range. A shift lever device, comprising: