JP2000168388A - Shift lever guide for vehicles - Google Patents

Abstract

(57) [Summary] [Problem] To prevent erroneous operation of a shift lever by a simple method. An "N" position, which is a front end of a second straight portion 176, is a dimension a closer to the vehicle front side than a second corner "(N)" which is a rear end of a fourth straight portion 180 in the vehicle longitudinal direction. The second straight portion 176 and the third straight portion 1 are set.
Are connected at an acute angle to the communication gate 2
04 is smaller than the width D of the notch 166,
When the shift lever 160 is operated from the “S” position to the “N” position, it is prevented that the shift lever 160 is erroneously moved to the “R” position.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift lever guide for a vehicle, and more particularly to a technique for preventing a shift lever from being erroneously operated.

[0002]

2. Description of the Related Art A type of vehicular transmission for transmitting the speed of rotation of a vehicle drive source such as an engine to wheels is provided with a plurality of forward speed stages, a power transmission cutoff state, and a reverse speed stage. A speed change mechanism to be established, and (b) a speed change actuator such as a hydraulic cylinder for switching the speed change mechanism, and (c) a shift lever operation of a driver is detected by a switch, and the speed change mechanism is switched by the speed change actuator. What has been proposed. One type of shift pattern of the shift lever of such a vehicle transmission is provided with a manual shift position in which a plurality of forward gears of the transmission can be manually moved up and down. By operating the shift lever to an up position or a down position defined on the opposite side, a plurality of forward gears of the transmission are raised or lowered. Further, the transmission usually has a neutral position for turning off the power transmission and a reverse position for setting the reverse gear. For example, in the device described in Japanese Utility Model Laid-Open No. 5-71537, a manual shift is performed as shown in FIG. A neutral position "N" is provided substantially right beside the position "S" (in the vehicle width direction), and a reverse position "R" is provided at a position where the neutral position "N" is bent at a substantially right angle toward the vehicle front side. Is provided.

[0003]

However, in such a conventional shift lever pattern, when the shift lever is operated from the manual shift position "S" to the neutral position "N", the vehicle is completely moved in the vehicle lateral direction. It is difficult to operate the shift lever with only the operating force,
When the force of the component on the front side of the vehicle is included, there is a possibility that the shift lever does not stop at the neutral position "N" but goes too far toward the reverse position "R". It is also conceivable that the shift operation from the neutral position “N” to the reverse position “R” is permitted by pressing down the shift lever or pressing a predetermined push button, but the structure is complicated. And the manufacturing cost increases.

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent a shift lever from being erroneously operated with a simple structure.

[0005]

In order to achieve the above object, the first invention comprises (a) a substantially linear first moving path whose one end is located at one operation position of a shift lever; b) a second, substantially linear, connection to said one end of the first travel path;
(C) a vehicle shift lever guide for guiding the shift lever along the first and second moving paths, wherein the (d) the first moving path and the The second movement path is connected at an acute angle.

According to a second aspect of the present invention, there is provided (a) a first moving path defined by a substantially linear notch hole and having one end at one operation position of a shift lever; And a second moving path connected to the one end of the first moving path, and (c) the first moving path and the second moving path. (D) a vehicle shift lever guide for guiding the shift lever along the
The first moving path and the second moving path are connected at a substantially right angle, and a protrusion that protrudes inside the notch hole and restricts the movement of the shift lever is provided near an operation position that is a connection portion thereof. It is characterized by being provided.

A third invention is the vehicle shift lever guide according to the second invention, wherein (a) the first shift lever guide is defined by a substantially linear notch hole and connected to the second moving path.
A third moving path that is substantially parallel to the moving path and extends to the opposite side,
(b) the second protrusion is provided to prevent the shift lever from going too far to the third movement path via the second movement path when the operation is performed from the first movement path to the operation position;
The cutout hole of the moving path is provided at a side edge of the third moving path on the side where the third moving path extends, and is a reverse projection for displacing the shift lever in a direction opposite to the extending direction.

According to a fourth aspect of the present invention, there is provided (a) a substantially linear notch hole, which is provided in the front-rear direction of the vehicle, and is provided between a first position on the front side of the vehicle and a second position on the rear side of the vehicle. A first forward / backward movement path through which the shift lever is moved; and (b) a substantially linear cutout hole, which is provided in the vehicle frontward / rearward direction so as to be displaced in the vehicle width direction from the first forward / backward movement path. A second front and rear movement path in which the shift lever is moved between a third position on the vehicle front side and a fourth position on the vehicle rear side,
(c) a connection movement path connecting the second position and the third position, and (d) at least one of the second position and the third position is one operation position of the shift lever. And the shift lever is a vehicle shift lever guide that can move back and forth between the first front-rear movement path and the second front-rear movement path through the connection movement path,
(e) the third position is the second position in the front-rear direction of the vehicle;
(F) the width of the notch hole provided at an intermediate portion between the second position and the third position in the front-rear direction of the vehicle. It is characterized by being defined by a connecting gate smaller than the dimension.

According to a fifth aspect of the present invention, there is provided (a) a substantially linear notch hole, which is provided in the front-rear direction of the vehicle, and is provided between a first position on the front side of the vehicle and a second position on the rear side of the vehicle. A first forward / backward movement path through which the shift lever is moved; and (b) a substantially linear cutout hole, which is provided in the vehicle frontward / rearward direction so as to be displaced in the vehicle width direction from the first forward / backward movement path. A second front and rear movement path in which the shift lever is moved between a third position on the vehicle front side and a fourth position on the vehicle rear side,
(c) a connection movement path connecting the second position and the third position, and (d) at least one of the second position and the third position is one operation position of the shift lever. And the shift lever is a vehicle shift lever guide that can move back and forth between the first front-rear movement path and the second front-rear movement path through the connection movement path,
(e) the third position is the second position in the front-rear direction of the vehicle;
(F) at least one of the first front-rear movement path and the second front-rear movement path is from the first position or the fourth position to the connection movement path side. It is characterized in that it is inclined in a direction away from the other front and rear traveling path in the width direction of the vehicle as it goes.

According to a sixth aspect of the present invention, in the vehicle shift lever guide according to the fourth or fifth aspect, the first front-rear movement path and the second front-rear movement path are substantially parallel to each other and are adjacent to each other so that the cutout holes are substantially in contact with each other. It is characterized by being provided.

[0011]

In the vehicle shift lever guide according to the first aspect of the present invention, since the first moving path and the second moving path are connected at an acute angle, the shift lever is moved to the operation position, which is the connection between the two moving paths. When operating, there is little possibility of accidentally going too far to the opposite traveling path. Also, since it is only necessary to change the movement path of the shift lever, the structure is simpler and less expensive than when the shift lever is pressed down or the push button is pressed.

In the second invention, the first moving path and the second moving path, each defined by a substantially straight notch, are connected at a substantially right angle. Is provided with a projection that protrudes into the notch hole, so that when the shift lever is operated to that operating position or when the shift lever is operated from that operating position to another position, the shift lever moves Is regulated,
When the shift lever is operated from one traveling path to the operation position, which is the connection portion, it is possible to prevent the traveling path from being erroneously moved to the opposite traveling path. Further, since it is only necessary to provide a projection in the cutout hole of the shift lever, the structure is simpler and less expensive than when the shift lever is pressed down or the push button is pressed.

In the third aspect of the present invention, an inverted projection is provided at a side edge of the notch hole of the second moving path on the extension side of the third moving path, and the shift lever is operated from the first moving path to the operation position. When the vehicle travels too far to the second moving path, the shift lever is displaced in the direction opposite to the extending direction of the third moving path by the opposite projection, so that it is preferable that the shift lever passes the second moving path to the third moving path. Is prevented.

In the fourth invention, the third position, which is the front end of the second front-rear traveling path, is set to be substantially the same as the second position, which is the rear end of the first front-rear traveling path, in the vehicle front-rear direction, or to the vehicle front side. And the connection path is connected via a communication gate narrower than the notch hole of the moving path, the movement of the shift lever is restricted by the communication gate, and the shift lever is moved from the first position to the second position. When the shift lever is operated from the fourth position to the third position, it is unlikely that the shift lever is excessively moved to the third position or the fourth position. The chances of going too far are small. Also, since it is only necessary to provide a contact gate narrower than the width of the notch in the front-rear movement path, the structure is simpler and cheaper than when the shift lever is pressed down or the push button is pressed. .

In the fifth invention, the third position, which is the front end of the second front-rear traveling path, is set to be substantially the same as the second position, which is the rear end of the first front-rear traveling path, in the vehicle front-rear direction, or to the front of the vehicle. And at least one of the first front-rear traveling path and the second front-rear traveling path is inclined in a direction away from the other front-rear traveling path in the width direction of the vehicle from the first position or the fourth position toward the connection traveling path. Therefore, when the shift lever is operated toward the connecting moving path side of the front-rear moving path, if the operating force component (operating force in the vehicle width direction) to the other front-rear moving path side is large, the operation is performed in the front-rear direction. It becomes difficult. For this reason, it is necessary to increase the operation force component in the vehicle front-rear direction, and there is little possibility that the vehicle travels too far to the other front-rear traveling path via the connection traveling path. Also, since it is only necessary to change the movement path of the shift lever, the structure is simpler and less expensive than when the shift lever is pressed down or the push button is pressed.

In the sixth invention, the first front-rear traveling path and the second
Since the front and rear movement paths are substantially parallel and the notch holes are provided adjacent to each other in a state where they are almost in contact with each other, it is possible to move the shift lever to both front and rear movement paths with a slight movement operation, and quick shift lever operation is possible. It is possible, and the shift lever guide can be made compact.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A shift lever guide for a vehicle according to the present invention is suitably applied to a case where a shift lever is arranged beside a driver's seat or an instrument panel or the like diagonally forward. However, the first to third inventions can also be applied to a case where they are arranged in another place such as a steering column. It is not necessary that all operation positions of the shift lever satisfy the present invention, and it is sufficient that at least a part of the operation positions satisfy the requirements of the present invention.

The operating position of the shift lever is, for example, the manual shift position, the neutral position, the reverse position, or the like. The operating condition such as the accelerator operation amount (or the throttle valve opening) and the vehicle speed is set in advance as a shift. An automatic shift position may be provided to automatically switch the shift speed according to conditions, or a shift position (first shift speed, second shift speed, ...) for each of a plurality of forward shift speeds may be provided. Is also good. This operation position may be electrically detected by a switch, and the transmission may be switched by a shift actuator, but the shift lever and the transmission may be mechanically connected by a cable or a link, and the shift lever may be moved to each operation position. The transmission may be mechanically switched with the switching operation. In addition,
A plurality of forward gears are not necessarily required, and for example, only switching between a power transmission cutoff state (neutral position), a forward traveling state (drive position), and a reverse traveling state (reverse position) may be performed.

The connection angle between the first moving path and the second moving path in the first invention may be an acute angle, but is preferably, for example, about 80 ° in order to preferably prevent erroneous operation. The notch holes of the second to sixth inventions guide the shift lever in a state where there is a predetermined gap (play) between the notch hole and the shift lever. Although the passage of the shift lever is allowed with a predetermined gap (play) therebetween, the gap between the communication gate and the shift lever is small, and is set so as to restrict the passage of the shift lever. The communication gate may be a notch or an opening which is narrow as a whole, or may be a notch in which a projection is provided in a part of the notch to form a narrow portion.

The protrusion of the second invention and the reverse protrusion of the third invention do not necessarily have to reduce the width of the notch. For example, when the shift lever is in contact with one side edge of the notch. When operated, the shift lever is hooked on a projection or a reverse projection provided on a side edge portion thereof to restrict the movement. According to the second invention, not only the case where the movement of the shift lever is restricted, but also when the shift lever is operated from one moving path to the operation position, a projection provided on one of the moving paths is opposite to the other moving path. By guiding the shift lever in the direction, it is also possible to suppress overtravel to the other moving path. in short,
When the shift lever is operated from at least one of the first moving path and the second moving path to the operation position which is a connection portion, the shift lever is prevented from being erroneously excessively moved to the other moving path. All that is required is that a projection be provided.

In the fifth aspect of the present invention, the greater the inclination angle of the front-rear travel path from the vehicle front-rear direction, the more erroneous operation toward the other front-rear travel path side is preferably prevented. However, if it is too large, the operability of the shift lever deteriorates. For example, about 15 ° to 35 ° is desirable.

The shift lever guide of the present invention defines a movement path of the shift lever, and restricts rotation around the axis of the support shaft supporting the shift lever and axial movement by an engaging member or the like. The shift lever itself can be configured to be guided along a predetermined movement path, but the shift lever itself is supported by a two-dimensional slide mechanism, a rotatable and axially movable support shaft around an axis, or a ball joint. The shift knob supported and gripped by the driver has a flat surface, a cylindrical surface,
If it can move freely within a predetermined moving surface such as a spherical surface,
A plate-shaped shift lever plate or the like provided with the above-mentioned cutout hole that engages with the shaft portion of the shift lever is configured to guide along a predetermined moving path.

In the fourth aspect of the present invention, when the third position is substantially the same as the second position in the front-rear direction of the vehicle and the communication gate is formed by a projection, the third position is an embodiment of the second invention. A case where the vehicle is set on the vehicle front side of the second position in the front-rear direction of the vehicle corresponds to an embodiment of the first invention. Further, in the sixth invention, the first front-rear movement path and the second front-rear movement path are substantially parallel and provided adjacent to each other so that the notch holes are substantially in contact with each other. The front and rear moving paths may not be parallel, and may be provided at a predetermined distance in the width direction of the vehicle.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device 10 for an FF (front engine / front drive) vehicle, and includes an engine 12 as a driving source for driving, an automatic clutch 14, and a transmission 16. , A differential gear device 18. The automatic clutch 14 is, for example, a dry single-plate friction clutch shown in FIG. 2 and is provided on a flywheel 22 attached to a crankshaft 20 of the engine 12, a clutch disc 26 provided on a clutch output shaft 24, and a clutch housing 28. A pressure plate 30 provided, a diaphragm spring 32 for urging the pressure plate 30 toward the flywheel 22 to squeeze the clutch disk 26 and transmit power, and a clutch release cylinder 34 through a release fork 36 to the left in the drawing. , The inner end of the diaphragm spring 32 is displaced leftward in the figure to release (disengage) the clutch. Clutch release cylinder 34 is connected to a hydraulic circuit having a hydraulic pump 94 and the clutch solenoid valve 98 shown in FIG. 3, the operating state is controlled by switching the control and the circuit of the hydraulic P _O.

The transmission 16 is disposed in a common housing 40 together with the differential gear device 18 to form a transaxle. The transmission 16 is immersed in a predetermined amount of lubricating oil filled in the housing 40, It is designed to be lubricated with the gear device 18. The transmission 16 includes (a) a plurality of transmission gear pairs 46a to 46e having different gear ratios between a pair of parallel input shafts 42 and an output shaft 44, and the transmission gear pairs 46a to 46e Correspondingly, a two-shaft mesh type transmission mechanism provided with a plurality of meshing clutches 48a to 48e, and (b) one of the three clutch hub sleeves 50a, 50b, 50c of the meshing clutches 48a to 48e is selected. And a shift / select shaft 52 for shifting the gear position by moving the gears in a geared manner, so that five forward gears can be established. A reverse gear pair 54 is further disposed on the input shaft 42 and the output shaft 44, and is engaged with a reverse idle gear disposed on a counter shaft (not shown) to establish a reverse gear. . The input shaft 42 is connected to the clutch output shaft 24 of the automatic clutch 14 by a spline fitting 55, and the output shaft 44 is provided with an output gear 56 so that a ring gear 58 of the differential gear device 18 is provided.
And are engaged. FIG. 1 is a developed view showing the axes of the input shaft 42, the output shaft 44, and the ring gear 58 in a common plane.

The clutch hub sleeve 50b is common to the dog clutches 48b and 48c, and the clutch hub sleeve 50c is common to the dog clutches 48d and 48e. The shift / select shaft 52
The clutch hub sleeve 50c is provided so as to be rotatable about the axis and movable in the axial direction, and is provided at three positions around the axis by the select cylinder 76 (see FIG. 3).
, A second select position engageable with the clutch hub sleeve 50b, and a third select position engageable with the clutch hub sleeve 50a. Also, a shift cylinder 78 (see FIG. 3)
3 positions in the axial direction, that is, the meshing clutches 48a-
48e is shut off, and the reverse gear is not established. The center position is the center position (FIG. 1), and the first shift position (right side in FIG. 1) and the second shift position (right side in FIG. 1) on both sides in the axial direction. Left). In the neutral position,
The power transmission between the input shaft 42 and the output shaft 44 is interrupted.

At the first shift position of the first select position, the gear ratio e (= the rotational speed N _IN of the input shaft 42 / the rotational speed N of the output shaft 44) is established by the engagement of the dog clutch 48e.
_OUT ) is established, and in the second shift position of the first select position, the dog clutch 48d is engaged.
Are connected, the second gear ratio e is the second largest.
The gear stage is established. At the first shift position of the second select position, the third shift stage having the third largest speed ratio e is established by engaging the dog clutch 48c, and at the second shift position of the second select position, the dog clutch is engaged. The fourth gear having the fourth largest gear ratio e is established by the connection of 48b. The speed ratio e of the fourth speed is substantially 1. At the first shift position of the third select position, the fifth shift stage having the smallest speed ratio e is established by engaging the dog clutch 48a, and the third shift position is established.
At the second shift position of the select position, the reverse gear is established. Select cylinder 76 and shift cylinder 78 to move the shift select shaft 52 is functioning as a shift actuator, wherein the clutch release cylinder 34 is connected to a common hydraulic circuit, control and selection of the hydraulic P _O by the hydraulic pump 94 The solenoid valve 102 and the shift solenoid valve 104 (FIG. 3)
The operation state and the operation speed (gear speed) are controlled by the switching of the circuit according to (see FIG. 1).

The differential gear device 18 is of a bevel gear type. Drive shafts 82R and 82L are connected to a pair of side gears 80R and 80L by spline fitting or the like, and left and right front wheels (drive wheels) 84R and 84L. Is driven to rotate.

FIG. 3 shows the vehicle drive device 10 of this embodiment.
FIG. 4 is a block diagram illustrating a control system, and shows an engine ECU.
(Electronic Control Unit) 114, transmission ECU1
16. ECU 118 for ABS (Antilock Brake System)
And exchange necessary information between them.
Take it. These ECUs 114, 116, 118
Both are configured including a microcomputer,
Using the temporary storage function of the RAM,
Perform signal processing according to the programmed program. E for engine
The CU 114 includes an ignition switch 120 and an engine switch.
Gin rotation speed (N _E) Sensor 122, vehicle speed (V) sensor 1
24, Throttle valve opening (θ_TH) Sensor 126, suction empty
Air volume (Q) sensor 128, intake air temperature (T_A) Sensor 1
30, engine cooling water temperature (T_W) Sensor 132 etc.
Operation of the ignition switch 120
Position, engine speed N_E, Vehicle speed V (rotation of output shaft 44)
Number N_OUT), Throttle valve opening θ_TH, Intake air volume
Q, intake air temperature (outside air temperature) T_A, Engine cooling water temperature T_W
And so on.
Drive the starter (electric motor) 134 according to the signal of
To start the engine 12 or to operate the fuel injection valve 136.
It controls the fuel injection amount and injection timing, and controls the igniter 138
Controls the ignition timing of the spark plug. Engine
As shown in FIG.
(Accelerator operating member) 139,
Operation amount (accelerator operation amount) θ_ACCChange in response to
The accelerator operation amount θ_ACCThe
Throttle actuator for electric motor etc.
The opening and closing of the throttle valve can also be controlled by the data.

The transmission ECU 116 includes a lever position (P _L ) sensor 140, a brake switch 144,
Input rotation speed (N _IN : rotation speed of input shaft 42) sensor 14
6, gear position (P _G ) sensor 148, clutch stroke (S _CL ) sensor 150, oil pressure (P _O ) sensor 110,
The auto mode switch 156 and the like are connected, and the operating position (lever position) P _{L of} the shift lever 160 (see FIG. 4), the ON / OFF of the brake, the input rotation speed N _IN , and the gear position which is the speed position of the transmission 16 are respectively provided. P _G , the stroke of the automatic clutch 14, that is, the stroke S _CL of the clutch release cylinder 34, the hydraulic pressure P _{O of the} hydraulic circuit,
A signal indicating ON or OFF of the auto mode is supplied. By taking in these signals and necessary signals from the engine control ECU 114 and the ABS ECU 118, the hydraulic pump 94
Control the operation of the clutch solenoid valve 98,
By controlling the switching of the select solenoid valve 102 and the shift solenoid valve 104, the operating states of the select cylinder 76 and the shift cylinder 78 are switched to perform the shift control (including forward / reverse switching control) of the transmission 16 and the clutch. Release cylinder 34
Is switched to perform the disconnection and connection control of the automatic clutch 14 during gear shifting.

A signal representing the wheel speed N _W is supplied to the ABS ECU 118 from a wheel speed (N _W ) sensor 152 provided for each of the four wheels, and the wheel speeds N _W are compared. , The occurrence of slip is suppressed by controlling the brake oil pressure of each wheel by controlling the brake oil pressure control valve 154.

The shift lever 160 is disposed, for example, beside the driver's seat, and is selectively operated at three operation positions of "R", "N", and "S" as shown in FIGS. In the "S" position, the vehicle is operated to "(-)" and "(+)" positions provided in the front-rear direction of the vehicle. The lever position sensor 140 includes:
For example, the operation positions are detected by a plurality of slide switches, a plurality of ON-OFF switches provided at each operation position, and the like. Then, the shift lever 160 is set to “R”.
When operated to the position, the transmission 16 is switched to the reverse gear, and when operated to the "N" position, the transmission is switched to the power transmission cutoff state. "R" position is reverse position, "N"
The position is a neutral position. The "S" position is a manual shift position. By operating the shift lever 160 to the "(-)" position and the "(+)" position, a plurality of forward gears of the transmission 16 are manually up / down. it can. That is, the “(−)” position corresponds to the transmission 1
6 is a downshift position for downshifting a plurality of forward gears, and the gear is shifted by one gear to a lower gear with a larger gear ratio e for each operation, while the “(+)” position is a gear shift. At an upshift position in which a plurality of forward gears of the machine 16 are upshifted, the gear is shifted one gear at a time toward the higher gear with a smaller gear ratio e for each operation. In addition, "(-)"
When the shift lever 160 is continuously held at the position “(+)” for a predetermined time or more, the shift lever is shifted to the “(−)” position or the “(+)” position by shifting the gear one step at a time. The up-down shift mode by the operation of 160 is appropriately determined.

The automatic mode is an automatic shift mode in which the forward gear of the transmission 16 is automatically switched in accordance with predetermined shift conditions using operating conditions such as the throttle valve opening θ _TH and the vehicle speed V as parameters. When the shift lever 160 is operated to the “S” position and the auto mode switch 156 is turned on (pressed), the automatic mode is set. The auto mode switch 156 is an automatic return type switch, which is disposed near the shift lever 160 as shown in FIG. 4, and is operated again or when the shift lever 160 is in the “(+)” position.
The auto mode is released by operating the “(−)” position or another operation position. The basic state of the "S" position is set to the automatic transmission mode, and the operation is changed to the manual transmission mode in which the up / down operation can be manually performed by operating the manual transmission switch or operating the shift lever to the "(+)" position or the "(-)" position. You may make it switchable.

Here, the shift lever 160 is supported by a two-dimensional slide mechanism, a support shaft rotatable around the axis and movable in the axial direction, or a ball joint, and is held by the shift knob 16 held by the driver.
Reference numeral 2 denotes a member which can freely move within a predetermined moving surface such as a flat surface, a cylindrical surface, or a spherical surface, and has a notch 166 formed in a shift lever plate 164 provided at a fixed position.
8 is moved along a predetermined movement path by being engaged. FIG. 4 shows the shift lever 1
5A is a plan view showing the cutout hole 166, FIG. 5A is a dashed line, and FIG. 5B is a center position of the moving path of the shift lever 160. FIG. 9 is a view showing a certain shift pattern 172, wherein a width dimension D of a notch hole 166 is larger than a diameter d of a shaft portion 168 of the shift lever 160 by a predetermined dimension, and the notch hole 166 has a predetermined play in the shift pattern 172. The shift lever 160 is guided along. In this embodiment, the shift lever plate 164 in which the cutout hole 166 is formed corresponds to a shift lever guide.

The shift pattern 172 is defined in a substantially horizontal two-dimensional plane, and the "S" position, "(+)" position, and "(-)" position are in the front-back direction of the vehicle. The moving path of the shift lever 160 between the “S” position and the “N” position is provided on a substantially straight shift shift line, and the moving path of the shift lever 160 is substantially perpendicular to the shift shift line from the “S” position. The first straight portion 174 from the first corner “(S)” to the first corner “(S)” provided to the left of the first straight line and the angle (90
(° -α) at an acute angle of up to the “N” position provided on the front side of the vehicle. The movement path of the shift lever 160 between the “N” position and the “R” position is located on the vehicle rear side by a dimension a from the “N” position in the vehicle front-rear direction, and the width dimension D of the notch hole 166.
The third straight portion 178 extending to the second corner “(N)” separated from the vehicle by the same dimension as the left direction and substantially parallel to the second straight portion 176 from the second corner “(N)”. A fourth straight portion 180 up to an “R” position provided in front of the vehicle inclined rightward by an angle β with respect to the front-rear direction. The inclination angles α and β are, for example, 3 ° to 5 °.
It is about. "○" or "●" of the shift pattern 172
Indicates the operation positions “R”, “N”, “S”, “(−)”,
"(+)" And the center points of the corners "(S)" and "(N)".

The second straight portion 176 and the third straight portion 178
Is an acute angle of about 80 °. In addition, the second straight portion 176 and the fourth straight portion 180 which are provided adjacent to each other with the notch hole 166 substantially in contact with the second straight portion 17
6, a triangular protrusion 200 provided between the third straight portion 178 and protruding toward the front of the vehicle, and a vehicle rear side sandwiched between the third straight portion 178 and the fourth straight portion 180 Triangular projection 20 provided to project
It is divided by two. Those projections 200, 20
Between the two, a communication gate 204 having a width dimension b smaller than the width dimension D and substantially the same as the diameter d (strictly slightly larger) is provided.
The shift lever 160 is provided around a middle position between the “N” position and the second corner “(N)” in the vehicle front-rear direction, and the shift lever 160 passes through the communication gate 204 and the second straight portion 176 and the fourth straight portion. 180 and back and forth. The width dimension b is a dimension in the vehicle longitudinal direction. The second straight portion 176 and the third straight portion 178 are
This corresponds to the first moving path and the second moving path of the first invention. The fourth straight portion 180, the third straight portion 178, and the second straight portion 176 correspond to the first front-rear traveling path, the connection traveling path, and the second front-rear traveling path of the fourth and fifth inventions, respectively. The position, the second corner “(N)”, the “N” position, and the first corner “(S)” are the first position, the second position, the third position, respectively.
This corresponds to the fourth position.

On the other hand, among the operation positions of the shift lever 160 in FIG. 5B, the “(+)” position, the “(−)” position, the first corner “(S)”, The second corner “(N)” is an unstable position, and the shift lever 160 operated to the “(+)” position and the “(−)” position is automatically operated by the urging devices 182 and 184 indicated by arrows, respectively. The shift lever 160 on the first corner "(S)" and the second corner "(N)" is also returned to the "S" position and stabilized, and the urging devices 186, 188 also indicated by arrows.
Are automatically moved to the "S" position and the "N" position, respectively, and stabilized. Even if the shift lever 160 is moved from the “S” position to the first corner “(S)”, the signal of the lever position sensor 140 does not change, and the transmission 16 holds the shift lever 160 at the “S” position. When the shift lever 160 is moved from the “N” position to the second corner “(N)”, the signal of the lever position sensor 140 does not change while maintaining the same forward gear as that in the case of The transmission 16 is maintained in the same power transmission cutoff state as when the shift lever 160 is held at the “N” position. Energizing devices 182 to 18
Reference numerals 8 each include a spring or the like.

The detent mechanisms 190, 19 are located between the first corner "(S)" and the "N" position and between the second corner "(N)" and the "R" position, respectively.
2 is provided, and a peak of the required operating force is applied by a biasing device such as a spring and a cam in the course of the moving operation of the shift lever 160, and is operated beyond the peak of the required operating force. Thus, the operation position is changed.

The shift pattern 17 of this embodiment as described above
According to 2, the “N” position, which is the front end of the second straight portion 176, is on the vehicle front side by the dimension a from the second corner “(N)” that is the rear end of the fourth straight portion 180 in the vehicle front-rear direction. The second straight portion 176 and the third straight portion 17
8 is connected at an acute angle, when the shift lever 160 is operated from the “S” position to the “N” position, for example, at the first corner “(S)” as shown in FIG. Even if the left front operation force F is applied, by abutting on the projection 202 as shown in (b), it is possible to prevent the erroneous overtravel to the "R" position. In particular, contact gate 20
4 has a narrow width b, the shaft portion 168 has a protrusion 202 even when the direction of the operation force F is greatly inclined to the left of the vehicle.
, And erroneous operation of the shift lever 160 is more effectively prevented. Since the fourth straight portion 180 and the third straight portion 178 are also connected at an acute angle, the shift can be performed even when the passenger's foot or the like hits the shift lever 160 held at the “R” position. Lever 160 is incorrectly "N"
The possibility of moving to the position is small.

On the other hand, in this embodiment, the second linear portion 176 is
When the second linear portion 176 is operated toward the “N” position, the fourth linear portion 176 is disposed at a right angle so as to escape from the communication gate 204 and the fourth linear portion 180 by an angle α from the vehicle front-rear direction. If the operation force component on the side of the straight portion 180, that is, on the left side of the vehicle, is large, the shift lever 160 becomes difficult to move to the “N” position side. For this reason, it is necessary to increase the operation force component forward of the vehicle.
Excessive passage to the “R” position of the fourth linear portion 180 after passing through 04 is prevented more effectively. For example, FIG.
(A) of the shift pattern 230 is such that the inclination angles α and β are relatively large, about 15 ° to 35 °, and if the leftward component is large, such as the operating force F indicated by the solid line, the shift lever 1
Since the angle difference between the moving direction of the wheel 60 and the moving direction of the wheel 60 becomes large and the operating resistance to the “N” position increases, the driver increases the operating force component toward the front of the vehicle as shown by the dotted line. Note that the shift pattern 232 in FIG.
The case where the “N” position and the second corner “(N)” are set at substantially the same position in the vehicle front-rear direction is also an embodiment of the fifth invention.

The second straight portion 176 and the fourth straight portion 18
0 are substantially parallel to each other, and the notch holes 166 are provided adjacent to each other so as to be substantially in contact with each other. Therefore, the shift lever can be quickly operated and the shift pattern 172 can be made compact. In the present embodiment, the second linear portion 17
6. Since the fourth linear portion 180 is inclined toward the right side of the vehicle, that is, toward the "S" position as it goes forward of the vehicle, the shift pattern 172 is configured to be more compact. In the case of the shift patterns 230 and 232 of FIG. 7 in which the inclination angles α and β are large, the compactness is more remarkable. In addition, since such a compact structure can be used, the third straight portion 178 can be lengthened. In this case, an erroneous operation that goes too far to the “R” position during the shift operation from the “S” position to the “N” position is further reduced. Effectively prevented.

Further, since it is only necessary to set the cutout hole 166 of the shift lever plate 164 to a predetermined shape, "N"
Shift lever 160 when operating from the "R" position to the "R" position.
The structure is simple and inexpensive as compared with the case where the requirement is to press down a button or to press a predetermined push button.

FIGS. 8A to 8C show that the fourth straight portion 180 and the second straight portion 176 are provided in parallel to each other in the longitudinal direction of the vehicle (the above α, β ≒ 0) and “N”. "And the second corner" (N) "are set at substantially the same position in the vehicle longitudinal direction, and the third straight portion 17 connecting the" N "position and the second corner" (N) ".
8 is connected to the second straight portion 176 and the fourth straight portion 180 at substantially right angles at the “N” position and the second corner “(N)”, respectively, and both are near the “N” position. Projections 210, 212, 214, 21 provided on
6, 218 and 220 prevent erroneous operation of the shift lever 160.

FIG. 8A shows the second invention, the third invention, and the fourth invention.
In one embodiment of the invention and the sixth invention, the "N" position and the second
The width dimension of the communication gate 222 between the corner "(N)" is narrowed by the pair of projections 210 and 212, and the shift lever 160 between the "N" position and the second corner "(N)". Movement is restricted. Specifically, "S"
When the shift lever 160 is operated from the “N” position to the “N” position, the shift lever 160 moves to the left of the vehicle while contacting the side edge of the third straight portion 178 on the vehicle front side and enters the fourth straight portion 180. Although there is a possibility that the shift lever 160 is displaced to the rear side of the vehicle opposite to the “R” position by the projection 212 provided on the vehicle front side edge of the third linear portion 178, the third linear portion 178 to 4th
Excessive movement to the straight portion 180 is suitably prevented. The second straight portion 176, the third straight portion 178, and the fourth straight portion 180 correspond to the first moving path, the second moving path, and the third moving path of the second and third inventions, respectively. This corresponds to the reverse projection of the invention. Note that, due to the presence of the projections 210 and 212, the shift lever 160 held at the “R” position
Erroneously moves to the “N” position.

FIG. 8B shows another embodiment of the second, third, fourth, and sixth inventions, which is the same as the one between the "N" position and the second corner "(N)". The width dimension of the communication gate 224 is narrowed by the pair of protrusions 214 and 216, and the movement of the shift lever 160 between the "N" position and the second corner "(N)" is restricted. The same operation and effect as (a) can be obtained. The protrusion 216 corresponds to the reverse protrusion of the third invention. In addition, since the protrusion 214 provided inside the bend at the “N” position protrudes toward the center point of the “N” position, it moves from the first corner “(S)” to the “N” position. The operated shift lever 160 is moved to the third linear portion 1 by engagement with the projection 214.
The third linear portion 17 is displaced to the opposite side (right side)
Excessive movement to the side 8 is more effectively prevented. Further, since the protrusion 216 provided inside the bend at the second corner “(N)” protrudes toward the center point of the second corner “(N)”, the second corner “(N)”. Is set to the predetermined operation position,
The shift lever 160 that is operated to move from the “R” position to the second corner “(N)” is displaced to the opposite side (left side) to the third linear portion 178 by engagement with the projection 216,
Excessive movement toward the linear portion 178 is effectively prevented.

FIG. 8C shows an embodiment of the second invention.
Inside the bend at the “N” position and on the side of the second straight portion 176, the side opposite to the third straight portion 178 from the first corner “(S)” toward the “N” position (right side)
The shift lever 160, which is operated to move from the first corner “(S)” to the “N” position, is engaged with the projection 218 on the side opposite to the third linear portion 178 ( To the right) and the third straight part 1
Excessive movement to the 78 side is suppressed. Also, on the side of the fourth straight portion 180 that is inside the bend at the second corner “(N)”, the side opposite to the third straight portion 178 from the “R” position toward the second corner “(N)”. Since the projection 220 protruding to the left side is provided,
When the second corner “(N)” is in the predetermined operation position, the shift lever 160 that is operated to move from the “R” position to the second corner “(N)” is engaged with the projection 220. It is displaced to the opposite side (left side) from the third straight portion 178, so that excessive movement toward the third straight portion 178 is suppressed. Note that, due to the presence of the protrusions 218 and 220, the second linear portion 176 and the fourth linear portion 180 can be regarded as being inclined to the right of the vehicle toward the front of the vehicle similarly to the shift pattern 172. , Can be considered as an embodiment of the fifth invention.

FIG. 9A shows an embodiment of the fourth and sixth aspects of the present invention, in which a third straight portion 178 between the "N" position and the second corner "(N)" is defined. Communication gate 226
When provided with a constant width dimension w substantially equal to the width dimension b, the shaft 168 of the shift lever 160 moves in the direction of the operating force F over the inner corner at the “N” position as shown by the solid line. When this is done, as shown by the alternate long and short dash line, it comes into contact with the inner corner of the second corner “(N)”.
Since the center point O of 8 is not in the notch hole 166 of the fourth straight portion 180, the shift lever 160 is moved to the left of the vehicle along the third straight portion 178 to enter the fourth straight portion 180. It is necessary to prevent entry into the fourth linear portion 180. On the other hand, if the width dimension of the communication gate 226 is wide as shown in FIG. 9B (the same as the other portions), the shaft portion when it comes into contact with the inner corner of the second corner "(N)" 16
The center point O of 8 enters the notch hole 166 of the fourth linear portion 180, and the shift lever 160 moves to the left front as it is, and easily enters the fourth linear portion 180.

Here, the position of the center point O of the shaft portion 168 when abutting on the inner corner of the second corner "(N)" depends on the direction of the operating force F and the width w of the third linear portion 178. In contrast, the larger the leftward component, the more the component is displaced toward the fourth linear portion 180, but if the direction of the operation force F is the same, FIG.
As is clear from FIGS. 11B and 11B, the smaller the width dimension w of the communication gate 226 is, the farther it is from the fourth linear portion 180, and the more it is prevented from entering the fourth linear portion 180. Further, in FIG. 9, the second straight portion 176 and the fourth straight portion 180 are provided adjacent to each other so as to be substantially in contact with each other. However, if the second straight portion 176 and the fourth straight portion 180 are separated from each other to make the third straight portion 178 (the communication gate 226) longer. Even when the width dimension w is slightly increased, the center point O is prevented from entering the fourth linear portion 180.

The embodiments of the present invention have been described in detail with reference to the drawings. However, these embodiments are merely examples, and the present invention is based on the knowledge of those skilled in the art. Can be implemented.

[Brief description of the drawings]

FIG. 1 is a skeleton view showing a schematic configuration of a vehicle drive device having a vehicle shift lever guide according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating an example of an automatic clutch of the vehicle drive device of FIG.

FIG. 3 is a block diagram illustrating a control system of the vehicle drive device of FIG. 1;

FIG. 4 is a perspective view showing a shift lever in the vehicle drive device of FIG. 1;

5A and 5B are diagrams illustrating a shift pattern of the shift lever of FIG. 4, wherein FIG. 5A is a plan view illustrating a cutout hole that defines the shift pattern, and FIG. 5B is a center position of a movement path of the shift lever. FIG. 4 is a diagram illustrating a shift pattern.

FIG. 6 is a diagram illustrating an embodiment in which erroneous operation of a shift lever is prevented by the shift pattern of FIG. 5;

FIG. 7 is a view for explaining that the shift lever is prevented from going too far by the inclination of the second linear portion, and is a view showing another embodiment having a large inclination angle.

FIG. 8 is a view illustrating some other embodiments of the vehicular shift lever guide of the present invention.

FIG. 9 is a view illustrating still another embodiment of the vehicular shift lever guide of the present invention.

FIG. 10 is a diagram illustrating an example of a conventional shift pattern.

[Explanation of symbols]

 160: shift lever 164: shift lever plate (shift lever guide) 166: notch hole 172, 230, 232: shift pattern (moving path) 176: second linear portion (first moving path, second front-rear moving path) 178: Third linear part (second moving path, connecting moving path) 180: fourth linear part (third moving path, first front-rear moving path) 204, 222, 224, 226: communication gates 210, 212, 214, 216, 218: protrusion R: reverse position (first position) (N): second corner (second position) N: neutral position (third position, operation position) (S): first corner (fourth position)

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Shinichi Uemura 3-30, Shimoichimachi, Toyota City, Aichi Prefecture Kojima Press Industry Co., Ltd. F term (reference) 3D040 AA13 AA23 AB01 AC58 AC66 3J052 AA08 AA18 AA19 GA16 HA03 KA15 LA01

Claims (6)

[Claims] 1. A substantially linear first moving path having one end at one operation position of a shift lever, and a substantially linear second moving path connected to the one end of the first moving path.
A shift path guide for a vehicle having a moving path and guiding the shift lever along the first moving path and the second moving path, wherein the first moving path and the second moving path are connected at an acute angle. A shift lever guide for a vehicle, comprising: 2. A first movement path defined by a substantially straight notch hole, one end of which is an operation position of a shift lever, and a substantially straight notch hole. A second shift path connected to the one end of the first shift path, and a shift lever guide for a vehicle that guides the shift lever along the first shift path and the second shift path. The first moving path and the second moving path are connected at substantially right angles, and protrude inward of the notch near the operation position, which is a connection portion thereof, to restrict the movement of the shift lever. A shift lever guide for a vehicle, characterized in that a projection is provided. 3. A third moving path defined by a substantially straight notch hole, connected to the second moving path, and extending substantially parallel to and opposite to the first moving path, The protrusion is provided in a notch hole of the second moving path so as to prevent the shift lever from going too far through the second moving path to the third moving path when operating from the first moving path to the operation position. 3. The vehicle shift according to claim 2, wherein the shift lever is a reverse projection provided on a side edge of the third moving path on the extension side to displace the shift lever in a direction opposite to the extension direction. Lever guide. 4. A shift lever defined between a substantially straight notch hole and provided in the front-rear direction of the vehicle, wherein the shift lever is moved between a first position on the front side of the vehicle and a second position on the rear side of the vehicle. A first front-rear movement path, defined by a substantially linear notch hole, provided in the vehicle front-rear direction offset from the first front-rear movement path in the width direction of the vehicle, and A second front / rear movement path on which the shift lever is moved between a fourth position on the rear side of the vehicle, and a connection movement path connecting the second position and the third position, wherein the second position And at least one of the third position is the one operation position of the shift lever, and the shift lever passes through the connection movement path to move between the first front-rear movement path and the second front-rear movement path. A shift lever guide for vehicles that can be moved back and forth. The third position is set to be substantially the same as the second position or to the front of the vehicle in the front-rear direction of the vehicle, and the connection path is the second position and the third position in the front-rear direction of the vehicle. A shift gate guide for a vehicle, which is defined by a communication gate narrower than a width dimension of the notch hole provided at an intermediate portion between the shift lever guide and the vehicle. 5. A shift lever defined by a substantially straight notch hole and provided in the front-rear direction of the vehicle, wherein the shift lever is moved between a first position on the front side of the vehicle and a second position on the rear side of the vehicle. A first front-rear movement path, defined by a substantially linear notch hole, provided in the vehicle front-rear direction offset from the first front-rear movement path in the width direction of the vehicle, and A second front / rear movement path on which the shift lever is moved between a fourth position on the rear side of the vehicle, and a connection movement path connecting the second position and the third position, wherein the second position And at least one of the third position is the one operation position of the shift lever, and the shift lever passes through the connection movement path to move between the first front-rear movement path and the second front-rear movement path. A shift lever guide for vehicles that can be moved back and forth. The third position is set to be substantially the same as the second position or to the front side of the vehicle in the front-rear direction of the vehicle, and at least one of the first front-rear movement path and the second front-rear movement path is A shift lever guide for a vehicle, wherein the shift lever guide is inclined in a direction away from the other front-rear movement path in the width direction of the vehicle from the first position or the fourth position toward the connection path. 6. The vehicle according to claim 4, wherein the first front-rear movement path and the second front-rear movement path are substantially parallel to each other, and are provided adjacent to each other so that the notch holes are substantially in contact with each other. Shift lever guide for vehicles.