JP2515629Y2 - Shift mechanism for automatic vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial application] The present invention relates to a shift mechanism for an automatic vehicle for operating a shift lever of an automatic vehicle.

[Prior art]

Recently, in order to prevent erroneous operation at the time of starting an automatic vehicle, there has been considered a device that prevents the foot brake of the vehicle from coming out of a perkin range (hereinafter referred to as P range) unless the foot brake is being operated. This prevents the vehicle from being accidentally operated to the travel range, and the foot brake is always depressed during the shift operation, so that sudden start can be prevented.

On the other hand, while driving in the drive range (hereinafter referred to as the D range), the accidentally accidentally occurs in the neutral range (hereinafter referred to as the N range).
In order to prevent the vehicle from passing through the vehicle and being shifted to the reverse range (hereinafter referred to as the R range), a device that blocks the movement from the N range to the R range depending on the speed of the vehicle is also considered.

[Problems to be solved by the device]

However, since these devices are driven by separate driving units, it is difficult to satisfy both functions in a narrow space near the shift lever because of the large number of parts.

In view of the above facts, the present invention has an object to provide an automatic vehicle shift mechanism capable of preventing an erroneous shift operation by a single drive unit regardless of whether the vehicle is stopped or running.

[Means for solving the problem]

A shift mechanism for an automatic vehicle according to the present invention comprises a detent plate in which each range groove of a stop range and a running range is formed, a pin groove housed in the range groove, and an operating means for moving the pin groove to perform a shift operation. A shift position detecting means for detecting whether or not the shift position is in the parking range of the stop range, a vehicle speed detecting means for detecting the speed of the vehicle, and a range other than the parking range of the pin groove in the first position. A first blocking portion capable of blocking movement in the direction, and a first blocking portion capable of blocking movement from the neutral range to the reverse range at the second position and moving together with the first blocking portion. A blocking member having two blocking portions and a parking position when shifting the foot brake of the vehicle It is activated when either one of the following conditions is satisfied, or when the vehicle speed is equal to or higher than a predetermined value, and the blocking member is moved from the first position to the second position, and when neither is satisfied, the operation is released. And a single drive for moving the blocking member from the second position to the first position,
have.

[Action]

According to the present invention, the vehicle is running (the vehicle speed is equal to or higher than a predetermined value)
In such a case, the blocking member is moved from the first position to the second position by the operation of the drive unit regardless of whether the foot brake is operated or not operated or the shift position is in the parking range. The part can prevent movement from the neutral range to the reverse range.

On the other hand, when the vehicle is stopped (the vehicle speed is less than the predetermined value), the operation of the drive unit is released to move the blocking member from the second position to the first position only when the foot brake is operated and the shift position is in the parking range. Move to the position of.

With this, when the foot brake is not operated, the shift lock in the parking range can be performed by the first blocking portion.

Here, when the occupant operates the foot brake during the shift lock, the blocking member is moved from the first position to the second position by the operation of the drive unit, and the pin groove is movable by operating the operation means. A shift operation can be performed.

By the way, at the time of starting the movement, the movement path of the pin grooved between the reverse range and the neutral range is blocked by the second blocking section, but the drive section is moved at the time when the shift position starts moving from the parking range to the reverse range. It is denied that the vehicle is in the parking range, which is one of the conditions for operating (moving the blocking member from the first position to the second position), and the drive is deactivated immediately after the start of the shift operation, and the blocking is stopped. The member is from the second position to the first
The position of the pin groove is secured, and the pin groove can be freely moved to the neutral range and the traveling range thereafter.

In this way, even in a narrow space near the shift lever,
Since the drive unit is single, it is possible to obtain the shift mechanism including both the shift lock mechanism and the erroneous operation preventing mechanism during traveling.

In addition, the first blocking portion and the second blocking portion are integrally formed, and the effect of the present invention can be obtained without changing the relative position of the first blocking portion and the normal shifting operation. .

By the way, normally, when moving from the drive range (D range) of the running range to the neutral range (N range) of the stop range, the range groove of the detent plate does not hinder the movement of the pin grooved, so the driver Although it is only necessary to operate the operation lever protruding into the vehicle compartment, some drivers may operate the operation lever with the operation of separating the pin groove from the range groove (not very preferable).

However, depending on the configuration of the above invention, for example, when the D-range is moved to the N-range and the pin groove is removed from the range groove, the operation lever may not be operated (see the first embodiment). Therefore, the second
The blocking portion of is movable relative to the first blocking member,
A structure may be adopted in which the pin groove is normally held at a predetermined position by an urging force and is retracted against the urging force when the pin groove is interfered during the operation (see the second embodiment).

First Embodiment FIG. 1 shows an automatic vehicle shift mechanism portion 10 according to the first embodiment. A hole 14 is provided in the fan-shaped detent plate 12, and a range groove 16 of each shift range is formed in an outer arc portion of the hole 14. A pin groove 18 is accommodated in the hole 14. The pin groove 18 is moved together with a shift lever 19 as an operating means, and the shift position of the shift lever 19 is determined in correspondence with the position of the pin groove 18. Pin grooved 18 has a range groove 16
By being housed in, the movement in the arc direction is restricted. As shown in FIG. 1, each range is P range, R range, N range, D range from the left.
Two ranges and an L range are provided, and a click (not shown) is provided so that the shift lever 19 is fixed at each position.

The pin groove 18 is an operation button which is attached to the shift lever 19 and serves as an operation means together with the shift lever 19.
By means of 21, the hole 14 can be moved in the direction of the inner arc. That is, when moving between the P range and the R range, between the R range and the N range, and between the 2 range and the L range, move them while operating the operation button 21 (see arrow A in FIG. 1). , N range and 2 range can be moved regardless of the operation / non-operation of the operation button 21 (see arrow B in FIG. 1).

On the detent plate 12, the blocking member 20 is attached to the shaft 22.
Is pivoted through. The blocking member 20 is substantially Y-shaped, and includes a left-side extension portion 20A in FIG. 1 serving as a first blocking member,
A right side extension 20B serving as a second blocking member is formed.

A protrusion 28 is integrally formed near the base of the left extension 20A, and the tip of the plunger 32 of the solenoid 30 is locked. A tension coil spring 34 is attached to the plunger 32, and when the solenoid 30 is not energized, the tension coil spring 34 is attached.
The blocking member 20 is rotated clockwise about the shaft 22 by the urging force of 34. When the solenoid 30 is energized, the plunger 32 is drawn into the solenoid 30 and rotates the blocking member 20 counterclockwise about the shaft 22 against the biasing force of the tension coil spring 34. The movements in both directions are restricted by the stoppers 36 and 38, respectively.

As shown in FIG. 2, in the solenoid 30, one power supply line 44 is grounded, and the other power supply line 46 is connected to the output terminal of the OR circuit 48. One input terminal of the OR circuit 48 is connected to the output terminal of the comparison circuit 50. A vehicle speed signal from a vehicle speed sensor 52 as a vehicle speed detecting means and a reference signal corresponding to a predetermined vehicle speed are respectively input to the input terminals of the comparison circuit 50, and the value of the vehicle speed signal is equal to or more than the value of the reference signal. The signal is output when it becomes.

The other input terminal of the OR circuit 48 is connected to the output terminal of the AND circuit 54. One input terminal of the AND circuit 54 has a stop lamp 56 that lights up when the foot brake is operated.
It is connected to one end of a stop plump switch 58 for passing a current to it, and a high level signal is input when the foot brake is operated. The other terminal of the stopper pump switch 58 is connected to the ON terminal of the ignition switch 60.

The other input terminal of the AND circuit 54 is the shift detection switch 62.
Is connected to one end of. This shift detection switch 62
Is a switch that detects the position of the shift lever 19, is turned on only when the shift position is in the P range, and is turned off at other shift positions (FIG. 3 (A)).
reference). The other terminal of the shift detection switch 62 is connected to the ACC terminal of the ignition switch 60.

Further, the first terminal is connected to one terminal of the shift detection switch 62.
It is connected to one power supply line 68 of a key interlock solenoid 66 via a limit switch 64 which is turned on / off according to the movement of the blocking member 20. Limit switch 66
Is mounted so that it is turned on when the blocking member 20 is in contact with the stopper 38 and is turned off when it is in contact with the stopper 36. The other power supply line 70 of the key interlock solenoid 66 is grounded, so that when the shift position is in the P range when the solenoid 30 is not energized, this key interlock solenoid is used.
Power is supplied to 66.

Here, as shown in FIG. 1, when the solenoid 30 is not energized, the left side extension 20A is arranged in the position of the P range, and when the pin groove 18 is in the P range, the movement of the pin groove 18 is blocked. Has become. Therefore, the occupant cannot perform the shift operation in this state. Here, when the passenger depresses the foot brake, AND
High-level signals are input to the input terminals of the circuit 54 and the solenoid 30 is energized, so that the first blocking member 20 is rotated counterclockwise as shown by the solid line in FIG. 3 (A). It is possible to release the blocking of the movement of the pin grooved 18 from the P range.

Further, when the vehicle speed is equal to or higher than the predetermined value, the solenoid 30 is energized, so that the blocking member 20 is brought into the state of FIG. 3 (A), and the pin groove 18 is moved to the R range direction from the N range. The blocking member 26 prevents the movement thereof and prevents the user from accidentally entering the R range during traveling.

 The operation of this embodiment will be described below.

First, the shift lock at the time of starting will be described. First
As shown in the figure, the shift position is normally in the P range when the engine is started. At this time, the shift detection switch 62 is turned on, but the stop lamp switch 58 is turned on.
Is off, the output of the AND circuit 54 becomes low level, the solenoid 30 is not energized, and the state of FIG. 1 is maintained. This allows the occupant to shift lever
Pin groove 18 is P even if 19 and operation button 21 are operated.
I couldn't get out of the range and the shift lock was working. Therefore, it is possible to prevent a sudden start of the vehicle without shifting to a travel range such as the D range with the accelerator pedal depressed.

Next, when releasing this shift lock, the passenger depresses the foot brake. As a result, a high level signal is input to both of the input terminals of the AND circuit 54, a high level signal is output from the output terminal, and the energization of the solenoid 30 is started. When the solenoid 30 is energized, the plunger
32 is pulled toward the solenoid 30 and the tension coil spring 34
The blocking member 20 is rotated counterclockwise about the shaft 22 against the urging force of (1) and is moved to a position where it comes into contact with the stopper 36 (see the position indicated by the solid line in FIG. 3A). Accordingly, the occupant can move the pin groove 18 in the R range direction by operating the shift lever 19 while operating the operation button 21. Here, when the shift detection switch 62 leaves the ON region while moving to the R range, the shift detection switch 62 is turned off, the output from the AND circuit 54 becomes low level, and the energization of the solenoid 30 is cut off. As a result, the blocking member 20 is again rotated clockwise about the shaft 22 by the urging force of the tension coil spring 34, and moved to a position where it comes into contact with the stopper 38. As a result, as shown in FIG. 3B, the shift operation between the R range and the L range can be freely performed, and the shift lock is released.

Next, an erroneous operation prevention mechanism when the vehicle is running will be described. When the vehicle speed exceeds a predetermined value during traveling in the shift range (for example, D range), the value of the vehicle speed signal exceeds the value of the reference signal, and the comparison circuit outputs a high-level signal. As a result, a high level signal is output from the OR circuit 48 and the solenoid 30 is energized regardless of the conduction state of the stop plump switch 58 and the shift detection switch 62. As a result, the blocking member 20 is rotated counterclockwise about the shaft 22 until it comes into contact with the stopper 36, and the right extension 20B is rotated.
Are placed in the N range position. Even if the passenger accidentally tries to operate the operation button 21 in this state, the pin grooved 18
Is prevented from moving any further. Therefore, it is possible to prevent an erroneous operation without shifting to the R range during traveling.

As described above, the shift mechanism of the present embodiment uses the single solenoid 30 to prevent the shift lock function by the left side extension 20A of the blocking member 20 at the time of starting and the function of the right side extension 20B to prevent erroneous operation during traveling. Since it can be performed by moving the device 20, the device itself can be made compact. Therefore, it can be easily installed even in a narrow space near the shift lever 19.

[Second Embodiment] A second embodiment of the present invention will be described below. In addition,
In the second embodiment, the same parts as those in the first embodiment are designated by the same reference numerals, and the description of the configuration will be omitted.

As shown in FIG. 4, the detent plate 12 has
The first blocking member 80 and the second blocking member 80, which are separate from each other via the shaft 22,
The blocking member 82 is pivotally supported. The first blocking member 80 is
It has the function of operating the shift lock described in the first embodiment. On the other hand, the second blocking member 82 has a function of preventing erroneous operation of the shift lever 19 during traveling.

The first blocking member 80 and the second blocking member 82 are connected by a torsion coil spring 84. A coil portion of the torsion coil spring 84 is attached to the shaft 22, and both ends extending from the coil portion have a first blocking member 80 and a second blocking member, respectively.
The blocking member 82 is locked to both side surfaces of the overlapping portion. Thereby, the first blocking member 80 and the second blocking member
82 is held at a position where the biasing force of the torsion coil spring 84 disappears, that is, at a predetermined angle as shown in FIG. Therefore, the first blocking member 80 and the second blocking member 82 can be relatively rotated about the shaft 22 by the action from the outside, and when the action from the outside is removed, the biasing force of the torsion coil spring 84 is exerted. Is actuated, and the relative rotation is again performed up to the predetermined angle and is held. The first blocking member 80
A stopper 86 is formed at the end of the stopper to limit movement by the biasing force. Therefore, as shown in FIGS. 5 (A) and 5 (B), the operation button is operated in a state where the first blocking member 80 is in contact with the stopper 36 (the solenoid 30 is in the energized state).
When the shift lever 19 is moved in the direction from the D range to the N range while manipulating 21, it is possible to move to the N range position, and thereafter, the second blocking member 82 comes into contact with the stopper 86 and the shift operation is performed. Be blocked.

 The operation of the second embodiment will be described below.

When the vehicle is stopped and the shift position is in the P range and the occupant is not stepping on the foot brake, the pin groove 18 cannot move out of the P range position as shown in FIG. 4, and the shift lock acts. There is. Here, when the passenger depresses the foot brake, the brake lamp switch 58 is turned on and both inputs of the AND circuit 54 become high level, so that energization of the solenoid 30 is started. As a result, the first blocking member 80 is brought to the position shown in FIG. 5 (A),
The shift lock is released. The second blocking member 82 is rotated by the torsion coil spring 84 without changing the angle with the first blocking member 80. When the passenger performs a shift operation and the pin groove 18 is separated from the P range position, the shift detection switch 62 is turned off.
Power to 30 is cut off. If the shift position is operated to the D range while the operation button 21 is operated, the pin groove 18 comes into contact with the second blocking member 82. In the second embodiment, the first blocking member 80 and the second
Since the block member 82 is connected to the block member 82 by the torsion coil spring 84, the second block member 82 and the first block member can be continued even if the shift operation is continued, as shown in FIG. 5B. 80 and 80 relatively rotate against the urging force of the torsion coil spring 84, and can be freely operated to the D range. The same applies to the 2 range and the L range.

Next, when the vehicle speed is equal to or higher than a predetermined value while the vehicle is traveling, the solenoid 30 is energized again, and the first blocking member 80 and the second blocking member 82 are in the state shown in FIG. 5 (B). Becomes In this state, if the occupant mistakenly operates the operation button 21 and moves the shift lever 19 from the D range to the N range, the pin groove 18 comes into contact with the second blocking member 82. In this case, the tip portion of the second blocking member 82 is rotated in the direction approaching the tip portion of the first blocking member 80 (counterclockwise rotation), and the shift operation can be moved up to the N range. However, in this state, the second blocking member 82 is brought into contact with the stopper 86, so that the R range is not operated and erroneous operation can be prevented.

As described above, in the second embodiment, the first blocking member 80 and the second blocking member 82 are separate bodies, so that the shift lock function and the erroneous operation during traveling can be performed without reducing the operability of the shift lever. It can have a preventive function.

[Effect of device]

As described above, the automatic vehicle shift mechanism according to the present invention has an excellent effect that it is possible to prevent an erroneous shift operation by a single drive unit regardless of whether the vehicle is stopped or running.

[Brief description of drawings]

FIG. 1 is a front view of a shift mechanism for an automatic vehicle according to the first embodiment, FIG. 2 is a shift lock operation circuit diagram according to the first embodiment, and FIGS. 3 (A) and 3 (B) are movements of a blocking member. FIG. 4 is a front view of the automatic vehicle shift mechanism according to the second embodiment, and FIGS. 5 (A) and 5 (B) are diagrams illustrating the movement of the blocking member according to the second embodiment. FIG. 10 …… Automatic shift mechanism, 12 …… Detent plate, 18 …… Pin groove, 20 …… Blocking member, 20
A: left side extension (first blocking member), 20B: right side extension (second blocking member), 30: solenoid, 52: vehicle speed sensor, 58: stop plump switch, 62: shift Detection switch, 80 ... First blocking member, 82 ... Second blocking member.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) Bibliography Showa 62-169819 (JP, U) Showa 62-20343 (JP, Y2)

Claims (1)

(57) [Scope of utility model registration request] 1. A detent plate in which each range groove of a stop range and a running range is formed, a pin grooved housed in the range groove, an operating means for moving the pin grooved to perform a shift operation, and a shift position in the stop range. Shift position detecting means for detecting whether the vehicle is in the parking range, vehicle speed detecting means for detecting the speed of the vehicle, and blocking the movement of the pin groove from the parking range to another range direction at the first position. And a second blocking unit capable of blocking the movement from the neutral range to the reverse range direction at the second position and moving together with the first blocking unit. Blocker, the foot brake of the vehicle is operated, the shift position is in the parking range, and the vehicle speed is It said blocking member is actuated when one is established when the above first
For a vehicle having a single drive unit for moving the blocking member from the second position to the second position and canceling the operation to move the blocking member from the second position to the first position when neither of them holds. Shift mechanism.