JP5734583B2 - Shift device - Google Patents

Description

  The present invention relates to a shift device that changes a shift position of a vehicle.

  In the shift device disclosed in Patent Document 1, when the shift knob is operated, the control unit selects an appropriate shift pattern table according to the traveling state of the vehicle, the driving state of the transmission, and the shift position of the shift knob. The control unit determines whether or not the shift position of the shift knob is appropriate based on the selected shift pattern table.

  When the control unit determines that the shift position of the shift knob is appropriate, the shift knob is held at the shift position. For this reason, the occupant can intuitively recognize that the shift position of the shift knob is appropriate.

  On the other hand, when the control unit determines that the shift position of the shift knob is not appropriate, the shift knob is guided to an appropriate shift position based on the shift pattern table, and the transmission is set to an appropriate shift position. For this reason, a mismatch between the shift position of the shift knob and the shift position of the transmission does not occur.

  However, in each of the above shift pattern tables, the proper shift position for guiding the shift knob is different. Therefore, a mechanism for guiding the shift knob to an arbitrary shift position is required, which increases the cost of the shift device.

Japanese Patent No. 4217393

  In consideration of the above fact, the present invention can intuitively recognize whether the shift position of the shift member is appropriate while suppressing an increase in cost, and the shift position of the shift member and the shift position of the vehicle. It is an object of the present invention to provide a shift device that can avoid the mismatch.

The shift device according to claim 1 is configured such that the shift position of the vehicle can be changed by being operated to a shift position where the vehicle travels from a predetermined position by an occupant, and the vehicle is always placed in the predetermined position. A shift member in which the shift position of the vehicle is set so that the vehicle does not travel, holding means for holding the shift member in the shift position, return means for returning the shift member from the shift position to a predetermined position by a biasing force, and the holding The holding means holds the shift member at the shift position and determines that the shift position of the shift member is not appropriate when the means is made controllable and the shift position of the shift member is determined to be appropriate. In some cases, the holding means does not hold the shift member, and the return means returns the shift member to a predetermined position. To have.

The shift device according to claim 2 is the shift device according to claim 1, wherein the holding means holds the shift member at a shift position so as not to be operated and does not hold the shift member at the shift position. It can be moved between positions.

  In the shift device according to the first aspect, the shift position of the vehicle can be changed by operating the shift member from the predetermined position to the shift position. Further, the control means can control the holding means.

  When the control means determines that the shift position of the shift member is appropriate, the holding means holds the shift member at the shift position. For this reason, it can recognize intuitively that the shift position of a shift member is appropriate.

  Here, when the control means determines that the shift position of the shift member is not appropriate, the return means returns the shift member to a predetermined position. For this reason, even when the shift position of the vehicle is automatically changed to an appropriate shift position, a mismatch between the shift position of the shift member and the shift position of the vehicle can be avoided.

  Further, when the control means determines that the shift position of the shift member is not appropriate as described above, the shift member is returned to the predetermined position, so that it is not necessary to guide the shift member to an arbitrary shift position. Therefore, it is not necessary to provide a means for guiding the shift member to an arbitrary shift position. Thereby, it can suppress that the cost of a shift apparatus becomes high.

It is a disassembled perspective view which shows the principal part of the shift apparatus which concerns on embodiment of this invention. It is a figure which shows the operation pattern of the shift lever in the shift apparatus which concerns on embodiment of this invention. 1 is a system configuration diagram of a shift device according to an embodiment of the present invention.

  FIG. 1 is an exploded perspective view showing a main part of a shift device 10 for a vehicle (automobile) according to an embodiment of the present invention. In the drawings, the front side of the vehicle is indicated by an arrow FR, the right side of the vehicle is indicated by an arrow RH, and the upper side of the vehicle is indicated by an arrow UP.

  As shown in FIG. 1, the shift device 10 includes a base 12 as a main body at the lower portion, and the base 12 is fastened and fixed to the floor of the vehicle with bolts or the like.

  A shift lever 20 as a shift member is disposed at the center of the base 12, and the shift lever 20 includes a cylindrical lever rod 22. A support shaft 24 passes through the middle portion in the longitudinal direction of the lever rod 22 along the left-right direction of the vehicle, and the support shaft 24 is fixed to the base 12. The lever rod 22 is supported by a support shaft 24 so as to be rotatable in the vehicle longitudinal direction, and the shift lever 20 is supported by the base 12 so as to be operable in the vehicle longitudinal direction.

  A guide plate 30 is disposed in the middle of the lever rod 22 in the longitudinal direction and on the vehicle upper side of the support shaft 24. The guide plate 30 is provided with a long guide groove 32 having the longitudinal direction in the vehicle longitudinal direction. It has been. The lever rod 22 is penetrated through the guide groove 32, and the shift lever 20 can be operated along the guide groove 32 in the vehicle front-rear direction.

  As shown in FIG. 2, the intermediate portion in the longitudinal direction of the guide groove 32 is set to the “H” position (home position) as a predetermined position. Further, the vehicle rear side end of the guide groove 32 is set to a “D” position (drive position) as a shift position, and the vehicle front side end of the guide groove 32 is set to an “R” position (reverse position) as a shift position. Is set. Thereby, the shift lever 20 is operated to each shift position along the guide groove 32, whereby the shift position of the shift lever 20 is changed.

  As shown in FIGS. 1 and 3, a rectangular parking switch 34 is provided on the vehicle front side portion of the guide plate 30. The parking switch 34 is electrically connected to a transmission 74 of the vehicle via a shift lever control unit 70 and a vehicle control unit 72 described later. By pressing the parking switch 34 by the occupant, the parking switch 34 can be maintained in the operating state, and the shift position of the transmission 74 (vehicle) can be changed to the “P” position (parking position). .

  Further, a rectangular neutral switch 36 is provided on the vehicle right side of the guide plate 30. The neutral switch 36 is electrically connected to the transmission 74 via a shift lever control unit 70 and a vehicle control unit 72 described later. When the neutral switch 36 is pressed by the occupant, the neutral switch 36 is maintained in the operating state, and the shift position of the transmission 74 (vehicle) is changed to the “N” position (neutral position).

  As shown in FIG. 1, a D position switch 40 as a position detecting means is disposed on the vehicle lower side and the vehicle rear side of the guide plate 30. When the shift lever 20 is operated to the “D” position, the D position switch 40 is pushed by the shift lever 20 and is turned on. On the other hand, when the shift lever 20 is separated from the “D” position, the D position switch 40 is turned off.

  On the vehicle lower side and the vehicle front side of the guide plate 30, an R position switch 42 as a position detecting means is arranged. When the shift lever 20 is operated to the “R” position, the R position switch 42 is pushed by the shift lever 20 and is turned on. On the other hand, when the shift lever 20 is separated from the “R” position, the R position switch 42 is turned off.

  A block-shaped D position solenoid 44 as a holding means is disposed on the vehicle lower side and the vehicle right rear side of the guide plate 30. A plunger 46 protrudes from the left side surface of the D position solenoid 44 so as to be movable in the left and right direction of the vehicle. The plunger 46 is moved from the initial state to the left side of the vehicle when a current flows through the D-position solenoid 44 (is energized). On the other hand, the plunger 46 is returned to the initial state when the current flowing to the D-position solenoid 44 is interrupted (deenergized). The distal end portion of the plunger 46 is formed in a plate shape parallel to the guide plate 30 and has a concave portion 46A opened to the left side of the vehicle. The concave portion 46A can be engaged with the lever rod 22 of the shift lever 20. ing.

  When the shift lever 20 is operated to the “D” position, the D position solenoid 44 is energized, whereby the plunger 46 is moved to the left side of the vehicle, and the concave portion 46A of the plunger 46 is moved to the lever rod 22. (Hereinafter, this position is referred to as “restricted position”). For this reason, the shift lever 20 is held at the “D” position. On the other hand, when the plunger 46 is moved to the regulation position, the D position solenoid 44 is deenergized, whereby the plunger 46 is returned to the initial state, and the concave portion 46A of the plunger 46 and the lever are restored. The engagement with the rod 22 is released (hereinafter, this position is referred to as “non-regulating position”).

  A block-shaped R-position solenoid 48 as a holding means is arranged on the vehicle lower side and the vehicle right front side of the guide plate 30. A plunger 50 protrudes from the left side surface of the R-position solenoid 48 so as to be movable in the left-right direction of the vehicle. The plunger 50 is moved from the initial state to the left side of the vehicle when a current flows through the R-position solenoid 48 (is energized). On the other hand, the plunger 50 is returned to the initial state when the current flowing to the R-position solenoid 48 is interrupted (turned off). The distal end portion of the plunger 50 is formed in a plate shape parallel to the guide plate 30 and has a concave portion 50A opened to the left side of the vehicle. The concave portion 50A can be engaged with the lever rod 22 of the shift lever 20. ing.

  When the shift lever 20 is operated to the “R” position, the R position solenoid 48 is energized, whereby the plunger 50 is moved to the left side of the vehicle, and the concave portion 50A of the plunger 50 is moved to the lever rod 22. (Hereinafter, this position is referred to as “restricted position”). For this reason, the shift lever 20 is held at the “R” position. On the other hand, when the plunger 50 is moved to the restricting position and the R position solenoid 48 is deenergized, the plunger 50 is returned to the initial state, and the concave portion 50A of the plunger 50 and the lever The engagement with the rod 22 is released (hereinafter, this position is referred to as “non-regulating position”).

  A shift knob 26 constituting the shift lever 20 is fixed to the upper end of the lever rod 22 in the longitudinal direction. A shift button 28 as a release means is provided on the upper side surface of the shift knob 26, and the shift button 28 is arranged so as to be pressed downward in the longitudinal direction of the lever rod 22.

  A cylindrical moderation pin 60 that constitutes the return means is inserted along the axial direction of the lever rod 22 at the lower end of the lever rod 22 in the longitudinal direction, and a compression coil spring (not shown) that constitutes the return means. Has been inserted. The tip of the moderation pin 60 is formed in a hemispherical shape, and the compression coil spring urges the moderation pin 60 downward in the longitudinal direction of the lever rod 22, and the tip of the moderation pin 60 is in the longitudinal direction of the lever rod 22. It protrudes from the lower end.

  A substantially rectangular parallelepiped guide member 62 that constitutes a return means and opens on the upper side of the vehicle is disposed on the lower side of the shift lever 20, and the guide member 62 is fixed to the base 12. A moderation surface (not shown) is formed on the inner surface of the bottom wall of the guide member 62, and the tip of the moderation pin 60 is pressed against the moderation surface by the urging force of the compression coil spring.

  On the moderation surface, the support shaft 24 is gradually approached from the portion corresponding to the “H” position of the shift lever 20 toward the portion corresponding to the “D” position and the “R” position of the shift lever 20. For this reason, when the shift lever 20 is operated from the “H” position to the “D” position or the “R” position, the pressure contact force (the urging force of the compression coil spring) on the moderation surface of the moderation pin 60 gradually increases. As a result, the return lever 20 (lever rod 22) is acted on the shift lever 20 (lever rod 22) by gradually increasing the return force to the "H" position.

  On the other hand, as shown in FIG. 3, the shift device 10 includes a shift lever control unit 70 as control means. The shift lever control unit 70 includes a shift button 28, a parking switch 34, a neutral switch 36, a D position switch 40, an R position switch 42, a D position solenoid 44, an R position solenoid 48, and a vehicle control unit 72. Electrically connected.

  A transmission 74, a brake 76, and a vehicle speed detector 78 are electrically connected to the vehicle control unit 72, and the vehicle control unit 72 transmits a shift position signal (a signal indicating the shift position of the transmission 74). ), A brake signal (a signal indicating whether or not the brake 76 is operated, an H signal is a signal indicating that the brake 76 is operated, and an L signal is a signal indicating that the brake 76 is not operated) and a vehicle speed signal (Signal indicating the speed of the vehicle) is output to shift lever control unit 70.

  Furthermore, the transmission 74 is configured to be automatically changed to an appropriate shift position by the vehicle control unit 72 in accordance with the traveling state of the vehicle.

  Next, the operation of this embodiment will be described.

  When the shift lever 20 is disposed at the “H” position and the parking switch 34 or the neutral switch 36 is maintained in the operating state, the shift position of the transmission 74 is set to the “P” position or the “N” position. At the same time, the D position solenoid 44 and the R position solenoid 48 are in a non-energized state.

  When the occupant operates the shift lever 20 from the “H” position to the “D” position or the “R” position while operating the brake 76 of the vehicle, the shift lever control unit 70 receives the brake from the vehicle control unit 72. In a state where the H signal of the signal is detected, an input signal (ON signal) from the D position switch 40 or the R position switch 42 is detected. Thereby, the shift lever control unit 70 determines that the shift position of the shift lever 20 is appropriate.

  At this time, the shift lever control unit 70 controls the D-position solenoid 44 or the R-position solenoid 48 to be energized and cancels the operation state of the parking switch 34 or the neutral switch 36. Accordingly, the plunger 46 of the D position solenoid 44 or the plunger 50 of the R position solenoid 48 is moved from the non-regulated position to the regulated position, and the concave portion 46A of the plunger 46 or the concave portion 50A of the plunger 50 is moved to the lever rod 22. Is engaged. Thereby, the shift lever 20 is held at the “D” position or the “R” position, and the shift position of the transmission 74 is controlled from the “P” position or the “N” position to the “D” position or the “R” position by the control of the vehicle control unit 72. It is changed to the “R” position.

  On the other hand, when the occupant operates the shift lever 20 from the “H” position to the “D” position or the “R” position without operating the brake 76 of the vehicle, the shift lever control unit 70 moves from the vehicle control unit 72. An input signal (ON signal) from the D position switch 40 or the R position switch 42 is detected in a state where the L signal of the brake signal is detected. Thereby, the shift lever control unit 70 determines that the shift position of the shift lever 20 is not appropriate.

  At this time, the shift lever controller 70 leaves the D position solenoid 44 or the R position solenoid 48 in a non-energized state. Accordingly, since the plunger 46 or the plunger 50 is retracted to the non-regulating position, the concave portion 46A of the plunger 46 or the concave portion 50A of the plunger 50 is not engaged with the lever rod 22. Thereby, the shift lever 20 is returned from the “D” position or the “R” position to the “H” position by the pressure contact force of the moderation pin 60 to the moderation surface, and the vehicle control unit 72 shifts the shift position of the transmission 74. Remains in the “P” or “N” position.

  Next, description will be made on the operation of the shift lever 20 from the “D” position to the “R” position or from the “R” position to “D”.

  When the shift button 20 is pressed by the occupant while the shift lever 20 is held at the “D” position or the “R” position, the shift lever control unit 70 moves the D position solenoid 44 or the R position solenoid. The solenoid 48 is controlled to be in a non-energized state. Therefore, the plunger 46 or the plunger 50 is moved from the restricted position to the non-restricted position, and the engagement between the concave portion 46A of the plunger 46 or the concave portion 50A of the plunger 50 and the lever rod 22 is released. Thereby, the shift lever 20 can be operated from the “D” position or the “R” position.

  When the occupant operates the shift lever 20 from the “D” position to the “R” position or from the “R” position to the “D” position when the vehicle speed is less than a predetermined speed (for example, 5 km / h), The shift lever control unit 70 detects an input signal from the R position switch 42 or the D position switch 40 in a state where it is detected that the vehicle speed signal from the vehicle control unit 72 is less than a predetermined speed. Thereby, the shift lever control unit 70 determines that the shift position of the shift lever 20 is appropriate.

  At this time, the shift lever control unit 70 controls the R position solenoid 48 or the D position solenoid 44 to be energized. Accordingly, the plunger 50 of the R position solenoid 48 or the plunger 46 of the D position solenoid 44 is moved from the non-regulated position to the regulated position, and the concave portion 50A of the plunger 50 or the concave portion 46A of the plunger 46 is moved to the lever rod 22. Is engaged. Thereby, the shift lever 20 is held at the “R” position or the “D” position, and the shift position of the transmission 74 is controlled from the “D” position to the “R” position or the “R” position by the control of the vehicle control unit 72. It is changed to “D” position.

  On the other hand, when the occupant operates the shift lever 20 from the “D” position to the “R” position or from the “R” position to the “D” position when the vehicle speed is equal to or higher than the predetermined speed, the shift lever control unit 70 Detects an input signal from the R position switch 42 or the D position switch 40 in a state where it is detected that the vehicle speed signal from the vehicle control unit 72 is equal to or higher than a predetermined speed. Thereby, the shift lever control unit 70 determines that the shift position of the shift lever 20 is not appropriate.

  At this time, the shift lever control unit 70 leaves the R position solenoid 48 or the D position solenoid 44 in a non-energized state. Therefore, since the plunger 50 or the plunger 46 is retracted to the non-restricted position, the concave portion 50 </ b> A of the plunger 50 or the concave portion 46 </ b> A of the plunger 46 is not engaged with the lever rod 22. As a result, the shift lever 20 is returned from the “R” position or the “D” position to the “H” position by the pressure contact force of the moderation pin 60 to the moderation surface, and is controlled by the vehicle control unit 72. The shift position is changed from the “D” position or the “R” position to the “N” position.

  When the occupant presses the parking switch 34 while operating the brake 76 of the vehicle, the shift lever control unit 70 detects the H signal of the brake signal from the vehicle control unit 72, and the parking switch An input signal from 34 is detected. Thereby, the shift lever control unit 70 determines that the pressing operation of the parking switch 34 is appropriate.

  At this time, the parking lever 34 is maintained in the operating state by the shift lever control unit 70, and the shift position of the transmission 74 is changed to the “P” position by the control of the vehicle control unit 72. Further, when the shift lever 20 is held at the “D” position or the “R” position, the shift lever control unit 70 controls the D position solenoid 44 or the R position solenoid 48 to be in a non-energized state. Therefore, the plunger 46 or the plunger 50 is moved from the restricted position to the non-restricted position, and the engagement between the concave portion 46A of the plunger 46 or the concave portion 50A of the plunger 50 and the lever rod 22 is released. As a result, the shift lever 20 is returned to the “H” position by the pressure contact force of the moderation pin 60 to the moderation surface.

  On the other hand, when the occupant presses the parking switch 34 without operating the brake 76 of the vehicle, the shift lever control unit 70 detects the L signal of the brake signal from the vehicle control unit 72 and detects the parking switch. An input signal from 34 is detected. Thereby, the shift lever control unit 70 determines that the pressing operation of the parking switch 34 is not appropriate. At this time, the parking switch 34 is returned to the initial state without being maintained in the operation state by the shift lever control unit 70, and the parking switch 34 is pressed by the vehicle control unit 72 at the shift position of the transmission 74. The previous shift position remains.

  When the occupant presses the neutral switch 36, the neutral switch 36 is maintained in the operating state by the shift lever control unit 70.

  At this time, the shift position of the transmission 74 is changed to the “N” position under the control of the vehicle control unit 72. Further, when the shift lever 20 is held at the “D” position or the “R” position, the shift lever control unit 70 controls the D position solenoid 44 or the R position solenoid 48 to be in a non-energized state. Therefore, the plunger 46 or the plunger 50 is moved from the restricted position to the non-restricted position, and the engagement between the concave portion 46A of the plunger 46 or the concave portion 50A of the plunger 50 and the lever rod 22 is released. As a result, the shift lever 20 is returned to the “H” position by the pressure contact force of the moderation pin 60 to the moderation surface.

  Here, as described above, when the shift lever 20 is operated to the “D” position or the “R” position, the shift lever control unit 70 determines whether or not the shift position of the shift lever 20 is appropriate. To do.

  When the shift lever control unit 70 determines that the shift position of the shift lever 20 is appropriate, the shift position of the transmission 74 is changed to the “D” position or the “R” position, and the shift lever control unit 70 controls the D position solenoid 44 or the R position solenoid 48 to the energized state, so that the shift lever 20 is held at the “D” position or the “R” position. Thereby, the passenger | crew can recognize intuitively that the shift position of the shift lever 20 is appropriate.

  On the other hand, when the shift lever control unit 70 determines that the shift position of the shift lever 20 is not appropriate, the shift position of the transmission 74 is set to an appropriate shift position, and the shift lever control unit 70 is used for the D position. By leaving the solenoid 44 or the R position solenoid 48 in a non-energized state, the shift lever 20 is moved from the “D” position or the “R” position to the “H” position by the pressure contact force of the moderation pin 60 to the moderation surface. Returned to Thereby, a mismatch between the shift position of the shift lever 20 and the shift position of the transmission 74 can be avoided.

  As described above, when the shift lever control unit 70 determines that the shift position of the shift lever 20 is not appropriate, the shift lever 20 is always returned to the “H” position. There is no need to guide to the shift position. Therefore, the shift device 10 may be configured to return the shift lever 20 to the “H” position by the pressure contact force of the moderation pin 60 to the moderation surface, and needs to include a means for guiding the shift lever 20 to an arbitrary shift position. There is no. Thereby, it can suppress that the cost of the shift apparatus 10 becomes high.

  Further, even if automatic driving of the vehicle is realized in the future, the shift device 10 can cope with the automatic driving by using the “H” position as the automatic driving position. In this case, by returning the shift lever 20 to the automatic driving position, even if the shift position of the transmission 74 is appropriately changed during the automatic driving of the vehicle, the shift lever 20 is guided in response to the change. There is no need to do. In addition, it is not necessary to set a new shift position corresponding to the shift to automatic operation in the shift device 10, and it is possible to suppress an increase in the size of the shift device 10 and to reduce changes in operation and appearance of the shift device 10.

  In the present embodiment, the shift position of the shift lever 20 is the “D” position and the “R” position. Alternatively, the shift position of the shift lever 20 is changed to the “D” position, “R” position, and “B” position (brake position) (“2” position (second position) and “L” position (low position)). Good).

  In the present embodiment, when the engine is stopped, the shift lever 20 may be returned to the “H” position, or the shift lever 20 may be held at the shift position. When the shift lever 20 is held at the shift position, the shift lever control unit 70 controls the D position solenoid 44 and the R position solenoid 48 to be in a non-energized state when the engine is started. The lever 20 is returned to the “H” position.

  Further, in the present embodiment, the D position solenoid 44 and the R position solenoid 48 are brought into a non-energized state, whereby the plunger 46 and the plunger 50 are brought into the non-regulated position, and the D position solenoid 44 and The plunger 46 and the plunger 50 are moved to the restriction position when the R position solenoid 48 is energized. Instead, when the D position solenoid 44 and the R position solenoid 48 are energized, the plunger 46 and the plunger 50 are brought into the non-regulated position, and the D position solenoid 44 and the R position solenoid. It is good also as a structure by which the plunger 46 and the plunger 50 are moved to a control position by 48 being made into a deenergized state.

  In the present embodiment, the “H” position is set as a predetermined position of the shift lever 20, and the neutral switch 36 is provided separately from the “H” position. Alternatively, the “H” position may be replaced with the “N” position, and the “N” position may be the predetermined position of the shift lever 20. In this case, the neutral switch 36 is deleted.

  Further, in the present embodiment, the shift lever 20 is rotated only in the vehicle front-rear direction, and the shift position of the shift lever 20 is changed. Instead, the shift position of the shift lever 20 may be changed by rotating the shift lever 20 in the vehicle front-rear direction and the vehicle left-right direction.

  Moreover, in this Embodiment, the shift apparatus 10 is arrange | positioned on the floor of a vehicle. Instead of this, the shift device 10 may be arranged at any position of the vehicle, for example, an instrument panel or a steering column.

10 Shift device 20 Shift lever (shift member)
44 Solenoid for D position (holding means)
48 R position solenoid (holding means)
60 moderation pin (return means)
62 Guide member (return means)
70 Shift lever control section (control means)

Claims (2)

The shift position of the vehicle can be changed by operating the shift position where the vehicle travels from a predetermined position by the occupant, and the shift position of the vehicle is always set to a position where the vehicle does not travel when the vehicle is disposed at the predetermined position. A shift member to be
Holding means for holding the shift member in a shift position;
Return means for returning the shift member from a shift position to a predetermined position by a biasing force;
When the holding means is made controllable and it is determined that the shift position of the shift member is appropriate, the holding means holds the shift member at the shift position, and the shift position of the shift member is not appropriate. Control means for causing the return means to return the shift member to a predetermined position because the holding means does not hold the shift member when determined;
A shift device comprising: The shift device according to claim 1, wherein the holding unit is movable between a position where the shift member is held in a shift position and cannot be operated, and a position where the shift member is not held in the shift position.

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