JP3979269B2 - Transmission operating device for transmission - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a transmission operation device for a transmission, and more particularly to a transmission operation device for a transmission that is inserted into a gate of a transmission operation board and swings to switch a shift position when a shift lever is manually operated.
[0002]
[Prior art]
In a vehicle transmission, a gate is formed on a shift operation board, and a shift lever inserted into the gate is swing-operated along a shift path of the gate to be switched to a plurality of shift positions and interlocked with the shift lever. It is configured to switch the gear position on the transmission side. In the case of such a transmission, particularly an automatic transmission, a plurality of shift positions, for example, P (parking), R (reverse), N (neutral), D (drive), and L (low) are provided. Of these, when D (drive) or R (reverse) is selected and held in the same shift position, the automatic transmission side is driven so as to perform automatic shift according to the shift mode. Such a shift operation device used in an automatic transmission is formed so as to protrude rearward from an instrument panel 3100 provided in the front part of the passenger compartment, as shown in FIGS. 6A, 6B, and 6C, for example. The console box 110 is housed. This shift operation device 120 fixes the shift operation bracket 130 to the vehicle body base, and supports the shift lever 150 via the pivot pivot 140 in the shift operation bracket 130. The shift lever 150 is supported so as to be swingable in the front-rear direction X or in addition to the vehicle width direction Y along the gate 170 of the speed change operation board 160 inclined downward toward the rear.
[0003]
As shown in FIG. 6D, after the shift operation board 160 is fitted into the opening 111 of the console box 110, the shift operation board 160 and the shift operation bracket 130 are connected via a plurality of connecting brackets 180. Some of them are configured to be supported by the opening 111.
In the case of the gate 170 shown in FIG. 6C, the first shift path r1, the third shift path r3, and the fifth shift path r5 are in the front-rear direction X, and the second shift path r2, the fourth shift path r4, and the sixth shift are performed. A road r6 is formed in the vehicle width direction Y, and R (reverse), N (neutral), D (drive), and L (low) are provided in the front-rear direction X on these shift roads. When switching between these gear positions, the driver can easily confirm the shift switching of the shift position by switching the swing of the shift lever 150 in the front-rear direction X and the vehicle width direction Y, and the shift operation fee can be confirmed. The ring is improved.
[0004]
[Problems to be solved by the invention]
By the way, when the shift lever 150 is operated along the gate 170 shown in FIG. 6 (c), the third shift path R2 passes through the second shift path r2 via N (neutral) from the D (drive) of the first shift path r1. It is assumed that the switching operation is performed toward R (reverse) of the shift path r3.
In this case, there is an operating point for changing the direction at right angles between the first shift path r1 and the second shift path r2 and between the second shift path r2 and the third shift path r3. When the direction is changed to the second shift path r2, the shift lever tends to receive the pressing force P0 in an oblique direction from the direction of the first shift path r1.
[0005]
That is, as shown in FIG. 6B, the relative positions in the vehicle width direction Y of the driver M and the speed change operation device 120 on the console box 110 are different. For this reason, the pressing force P0 is applied to the groove edge of the shift path of the gate as a longitudinal component force P1 and a vehicle width direction component force P2. Moreover, the shift lever is usually a shaft having a circular cross section, and an edge portion that is bent from the first shift path r1 to the second shift path r2 is formed in a somewhat rounded shape for ease of operation. For this reason, the shift lever is likely to change direction along the rounded portion by the vehicle width direction component force P2 when passing through the same position. For this reason, the shift lever does not once switch to N (neutral), but directly switches to the reverse vicinity position R ′ near the R (reverse) position by jumping over the N (neutral) position by this vehicle width direction component force P2. In addition, an erroneous operation of switching to R (reverse) may be performed, which may give the driver anxiety in shifting operation, and improvement is desired.
[0006]
The present invention has been made based on the above problems, and even if the relative position in the vehicle width direction between the driver and the speed change operation device is different, the speed change operation is switched to an unintended gear position by the driver. It is an object of the present invention to provide a shift operation device for a transmission that can reliably prevent the shift and does not give anxiety during shifting.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, a first aspect of the present invention is a shift lever that switches a transmission ratio of a transmission mounted on a vehicle, and a shift lever that is fixed to the vehicle and supports the shift lever in a swingable manner. And a shift operation board having a gate fixed to the vehicle or the shift lever support member and having the shift lever inserted therein so as to be swingable. The gate has a first shift position. The first shift path provided with the second shift path bent from the first shift path, the second shift path provided with the second shift position, and the third shift position bent from the second shift path. And an extension that increases the groove depth of the first shift path on the rear surface of the edge of the first shift path, and the shift lever faces the extension. Break of the first part There is formed in a rectangular, the third second portion of the cross section opposed to the gate in the shift position is characterized in that it is formed in a circular shape.
[0008]
As described above, the first portion of the rectangular cross section of the shift lever is sandwiched in a surface contact state from both sides by each groove edge formed by the extension portion of this portion when the first shift path is moved. When the shift lever is operated to the third shift path via the second shift path formed by bending from the shift path, the second shift path is consciously made to reach the end of the first shift path. The direction cannot be changed due to the movement restriction function of the extension unless the direction is changed in the direction perpendicular to the direction. For this reason, it is possible to prevent an erroneous operation in which the shift lever jumps over the second shift position from the first shift position and directly switches to the third shift position, and the reliability of the lever switching operation is ensured. The first part is in contact with an extension formed at the lower part of the speed change operation board on the first shift path side, and the first part is securely held below the gate on the shift position side after the third shift position. Since the second portion having a circular cross section is arranged oppositely on the gate, the operability can be emphasized and the appearance is also improved.
[0009]
According to a second aspect of the present invention, in the transmission operating device for the transmission according to the first aspect, the transmission is an automatic transmission, the first shift position is a drive range for automatically shifting the automatic transmission, The shift position 2 is a neutral range in which the automatic transmission is neutral, and the third shift position is a reverse range in which the automatic transmission is set in a reverse state, and the shift is performed at least in the range of the drive range to the neutral range. A first portion of the lever is formed.
As described above, since the first portion of the shift lever is formed to face the extension portion in the range from the drive range to the neutral range, the first portion is changed during the switching operation from the first shift path to the third shift path. An erroneous operation of passing through the N range of the 2-shift path can be prevented, and the reliability of the lever switching operation is ensured.
[0010]
According to a third aspect of the present invention, in the transmission operating device for a transmission according to the first or second aspect, the axial length of the first portion is formed shorter than the extension portion depth.
Thus, since the length of the first portion is smaller than the groove depth in the extension portion of the gate, the first portion is accommodated in the gate and does not protrude to the outside, so that the appearance is good and the merchantability is improved.
[0011]
According to a fourth aspect of the present invention, in the transmission operating device for a transmission according to the second aspect, the gate includes a shift path for manual transmission that is coupled to the drive range position and enables manual transmission, and the shift lever. Is located on the manual shift shift path, the second portion of the shift lever faces the manual shift shift path.
Thus, since the second part of the circular cross section of the shift lever faces the manual shift path, the shift lever can be smoothly shifted on the manual shift path.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
A transmission operation device 1 for a transmission shown in FIG. 1 is provided in a vehicle compartment R of a vehicle (not shown), and is configured to remotely operate an automatic transmission provided in an engine room (not shown) of the vehicle at a driver's seat. .
Here, an automatic transmission (not shown) controls, for example, a plurality of planetary gear mechanisms, an intermittent mechanism such as a clutch or a brake that restricts rotation of elements of the planetary gear mechanism, and an inflow and outflow of oil to the intermittent mechanism. It consists of a control valve.
[0013]
The shift operation device 1 is selectively configured between an automatic shift mode and a manual shift mode in which a shift can be performed by an operation such as turning the wrist back and forth like a manually operated shift lever 2.
The speed change operating device 1 is accommodated in a central bulging portion 4 that protrudes rearward from the instrument panel 3 at the front of the vehicle compartment R.
[0014]
The speed change operation device 1 fixes a box-shaped frame 4 to the vehicle body base, and the frame 5 supports the shift lever 2 via a pivot support 6. Here, the frame 5 and the pivot support 6 constitute a shift lever support member 10. As shown in FIG. 2, the pivot support 6 is pivotally supported by a lower pin 7 extending in the front-rear direction X, and is fixed to the lower cylinder 8 and fixed in the vehicle width direction Y (in FIG. 2). The upper tube portion 9 extends in the direction perpendicular to the paper surface, and the upper pin 11 is inserted into the upper tube portion 9. The lower end of the shift lever 2 is welded to the upper pin 11.
[0015]
Therefore, the shift lever 2 can swing in the front-rear direction X about the upper pin 11 and swing in the vehicle width direction Y about the lower pin 7 center. A knob 12 is fixed to the upper end of the shift lever 2, and an intermediate portion between the knob 12 and the lower pin facing portion is fitted into the gate 14 of the speed change operation board 13 supported by the base of the central bulging portion 4. .
[0016]
The box-shaped frame 5 is provided with a detent mechanism (not shown). This detent mechanism regulates the displacement of the shift lever 2 in the shift direction, which is the front-rear direction X, and is formed on a positioning plate (not shown) on the frame 5 side, and has a plurality of shift positions, that is, P (parking), A plurality of recesses corresponding to respective positions of R (reverse), N (neutral), and D (drive), and a roller member (not shown) on the shift lever 2 side that is elastically biased by these recesses and sequentially meshes with these recesses The well-known structure which consists of consists of.
[0017]
Here, the speed change operation board 13 is fixed to the central bulging portion 4 (vehicle body side) of the instrument panel in a substantially horizontal state, as shown in FIGS. It fits into the opening 401 of the bulging part 4 (vehicle body side) of the instrument panel 3 and is directly joined to the peripheral edge part of the opening. As shown in FIG. 1B, after the shift operation board 13 is fitted into the opening 401 of the bulging portion 4, the shift operation board 13 and the frame 5 side are connected via a plurality of brackets 131. In this case, the shift of the relative position between the frame 5 and the speed change operation board 13, that is, the relative position between the shift lever 2 and the gate 14 can be suppressed.
[0018]
As shown in FIGS. 2 and 3, the gate 14 into which the shift lever 2 is swingably inserted is a first shift path r <b> 1, a third shift path r <b> 3, and a fifth shift path that are portions extending in the front-rear direction X. r5, second shift path r2, fourth shift path r4, and sixth shift path r6 extending in the vehicle width direction Y are alternately formed. Here, the first shift path r1 is provided with D (drive) as the first shift position, and the second shift path r2 is bent and extended from the first shift path r1. The second shift path r2 is provided with N (neutral) as the second shift position, and the third shift path r3 is bent and extended from the second shift path r2. The third shift path r3 is provided with R (reverse) as the third shift position, and the third shift path r3, the fourth shift path r4, the fifth shift path r5, and the sixth shift path r6 are sequentially bent. Continuously formed.
[0019]
That is, P (parking), R (reverse), N (neutral), and D (drive) are provided on these shift roads from the front to the rear.
Further, a T-shaped road 15 is formed extending in the vehicle width direction Y from the D (drive) position. The T-shaped road 15 is provided with a detection position u for upshifting (+ sign position at the left end in FIG. 3) and a detection position d for downshifting (− sign position at the right end in FIG. 3) on the front and rear branch road 151. When the shift lever 2 selectively reaches the shift-up detection position u and the shift-down detection position d, the shift lever 2 selectively selects a shift-up switch (+ switch) and a shift-down switch (−switch) (not shown). Can be turned on.
[0020]
Here, after the shift lever 2 is moved to the front / rear branching path 151 for manual shifting, the shift lever 2 is turned to the upshift side or the downshift side by a manual turning operation. With the same feeling as the shift lever 2, the gear position can be shifted to the shift-up side or the shift-down side from the current gear position at D (drive).
[0021]
As shown in FIG. 2, the speed change operation board 13 is arranged almost horizontally, and a layout configuration is adopted in which the pivot pivot 6 is arranged immediately below the gate 14. The pivot support portion 6 is located directly below the gate 14, but may be arranged to be shifted further rearward than the same position in some cases. In this case, when the shift lever 2 is shifted to the fifth and sixth shift paths r5 and r6, the first portion 17 of the shift lever 2 is sufficiently lowered, and the second portion 18 of the shift lever described later is more reliably opposed. The sliding resistance during operation can be reduced.
[0022]
Here, the extension operation parts 19a and 19b are extended and formed in the state in which the speed change operation board 13 protrudes downward on the back side of the groove edge part in the first shift path r1 in the gate 14. The extension portions 19a and 19b may be formed separately from the speed change operation board 13 and may be integrally joined to the lower surface thereof, or may be integrally formed in advance.
The extension portions 19a and 19b are opposed to the first shift path r1 to increase the groove depth T of the first shift path r1 by the vertical width j1 of the speed change operation board 13 having the thickness t1.
[0023]
Here, the shift lever 2 is an intermediate portion in the longitudinal direction, and the first portion 17 facing the extended portions 19a and 19b of the first shift path r1 of the gate 14 in the D (drive) as the first shift position is rectangular. Formed in cross section. As described above, the first portion 17 is opposed to the extension portions 19a and 19b and the gate groove edge portion in the swing region L1 between the D range and the pre-reverse position R ′.
[0024]
When the first portion 17 having the rectangular cross section is separated from the first shift path r1, proceeds to the third shift path r3 via the second shift path r2, and reaches the position R ′ immediately before the reverse as the third shift position. Although separated from the extension portions 19a and 19b, a part of the third shift path r3 comes into contact with the groove edge portion of the thickness t1, is subjected to position restriction, and can reliably reach the R (reverse) position. .
[0025]
The shift lever 2 is formed as a second shaft portion 18 having a circular cross section at the upper portion of the first portion 17. When the shift lever 2 is swung to the R (reverse) position, which is the end of the third shift path r3, the first portion 17 is detached from the groove edge portion of the thickness t1 of the third shift path r3. The circular second portions 18 (see FIG. 5A) face each other. The second portion 18 is in the fourth to sixth shift paths r4, r5, r6 in the swing range L2 from the R (reverse) position to the P (parking) position, and in the front-rear branch path 151 of the T-shaped path 15. , Point contact with those edges, swing operation can be performed in a state of low sliding resistance, can maintain good sliding operability.
[0026]
As shown in FIG. 5 (a), the first portion 17 is formed in a rectangular cross section. Instead, as shown in FIG. 5 (b), the first portion 17 'is formed in an oval cross section. You may do it. In this case, the first portion 17 ′ may be sandwiched by surface contact only with the extensions 19a and 19b of the first shift path r1, and the loose arc surface g may be point-contacted with the second shift path r2. In this case as well, substantially the same effect as in the case of the rectangular cross section can be obtained.
[0027]
Here, the length a1 of the first portion 17 in the axial direction is set to a length equal to or less than the extension groove depth j1 of the extension portions 19a and 19b formed to extend to the gate 14.
Thus, the length a1 of the first portion 17 is smaller than the groove depth T (= t1 + j1) in the first shift path r1 of the extension portions 19a and 19b formed to extend to the gate 14, and the first portion 17 is extended. Since it opposes the parts 19a and 19b, the 1st site | part 17 is reliably accommodated in the 1st shift path r1. In addition, after the R (reverse) position of the third shift path r3, the first portion 17 is held directly below the speed change operation board 13, and does not protrude outside the upper side of the speed change operation board 13, so that the appearance of the speed change operation device 1 is improved. Is good and the merchantability is improved.
[0028]
By the way, when the direction of the first shift path r1 is changed in the direction perpendicular to the second shift path r2, both side surfaces of the first section 17 having a rectangular cross section are sandwiched between the extension portions 19a and 19b by surface contact from the vehicle width direction Y. In the second shift path r <b> 2, the both side surfaces of the first portion 17 are switched to the state of being sandwiched by the surface contact in the front-rear direction X by the both edges. As a result, the first section 17 having a rectangular cross section surely reaches the N (neutral) position at the intersection of the first shift path r1 and the second shift path r2, and then reliably changes its direction at right angles to the other shift path. Therefore, it is necessary to swing, and the operation is restricted.
[0029]
As described above, the first section 17 having the rectangular cross section surely reaches the N (neutral) position at the necessary crossing position where the first shift path r1 and the second shift path r2 are in surface contact with each other. The part 17 can sufficiently exhibit the shift regulation function. In this case, the edge shape portion e at the portion where the first shift path r1 and the second shift path r2 intersect may be a perfect right-angled edge. However, in consideration of operability, as shown by the broken line in FIG. You may attach a radius as long as it can be prevented.
[0030]
As shown in FIG. 3, when the shift lever 2 faces the R (reverse), P (parking), and front and rear branch paths 151 of the T-type path 15 on the third shift path r3 to the fifth shift path r5 side, The first portion 17 is separated from the extension portions 19a and 19b, retreats below the gate 14, and the second portion 18 having a circular cross section is opposed. In this state, the second portion 18 is slidably contacted with the groove edge by point contact. Sliding resistance during operation can be reduced, and lever shift operability can be secured.
[0031]
The operation of the speed change operation device 1 will be described. First, assume that the shift lever 2 is at P (parking). Here, when a key interlock mechanism (not shown) is released and a brake pedal (not shown) is depressed, a shift control unit (not shown) releases the shift lock accordingly. That is, a shift lock pin (not shown) is unlocked, and the shift lever 2 is held so as to be capable of rotational displacement. Further, the shift lever is held at the P position by the action of a detent mechanism (not shown).
Next, the shift lever 2 is turned, and the shift lever 2 is swung along the gate, so that the switching operation is performed in the range of P (parking), R (reverse), N (neutral), and D (drive). At this time, every time the position changes, a detent mechanism (not shown) generates a moderation feeling for shifting.
[0032]
When the shift lever 2 reaches the D position, the main body of the automatic transmission is switched to the D range of the automatic transmission mode, where the automatic transmission is controlled according to various vehicle traveling information such as the accelerator opening and the traveling speed. . Moreover, when the shift lever 2 is swung in the vehicle width direction Y from the D (drive) position and reaches the T-shaped road 15, the second portion 18 having a circular cross section is positioned in the middle of the groove edge portion of the front and rear branch road 151. This state maintains the current gear ratio. From there, the shift lever 2 is manually rotated, and the gear position is operated from the D (drive) to the upshift detection position u and the downshift detection position d, but the second portion 18 is in point contact with the groove edge. By doing so, the sliding resistance becomes relatively small, and the speed change feeling is improved.
[0033]
Furthermore, when changing to a right angle direction from the first shift path r1 provided with the extension portions 19a and 19b and proceeding to the second shift path r2, that is, when the vehicle stops from the travel of the vehicle and travels backward quickly, Shifting from D (drive) to N (neutral) to R (reverse). At this time, even if the driver does not intentionally change the direction of the shift lever 2 in the right-angle direction from the front-rear direction X and swings it in the vehicle width direction Y, the driver does not perform the pushing operation in the oblique direction. Both side surfaces of the first part 17 are in a state of being sandwiched by surface contact from the vehicle width direction Y by the extensions 19a and 19b in the first shift path r1, and thereby both side surfaces of the first part 17 are from the front-rear direction X. By switching to the state of being sandwiched by the surface contact, the first portion 17 having the rectangular cross section surely reaches the N (neutral) position at the intersection of the first shift path r1 and the second shift path r2, and then the other part The direction is changed to a right angle with respect to the second shift path r2, and then the direction is changed again to the front-rear direction X to be swung to the R (reverse) position.
[0034]
Therefore, unlike the conventional speed change operation device 1, the speed change operation is performed directly from the D (drive) to the N (neutral) and directly to the R (reverse) without causing the passenger to feel uneasy during the speed change operation. Certainty of operation is ensured. In addition, the first portion 17 is separated from the extension portions 19a and 19b after N (neutral), and at the R (reverse) position, the first portion 17 is disengaged from the groove edge of the third shift path r3 and is shifted below the gate 14, The second portions 18 face each other, and the operability can be emphasized by reducing the variable speed sliding resistance.
[0035]
Further, in the speed change operation device 1 of FIGS. 1 and 2, since the length a1 of the first portion 17 is smaller than the vertical width j1 of the extension portions 19a and 19b, the first portion 17 is securely accommodated in the gate 14 and is externally provided. It doesn't protrude and looks good and improves its merchantability.
In the above description, the first portion 17 of the shift lever 2 has the rectangular cross section opposed to the extension portions 19a and 19b and the gate groove edge in the swing region L1 between the reverse range R 'from the D range ( Instead of this, a gate 14a of the speed change operation device 1 may be formed as shown in FIG. 4 (a).
[0036]
In the second embodiment, the first portion 17 of the shift lever 2 has a rectangular cross section at the extension portions 19a, 19b and the edge of the gate groove in the swing range L1 ′ between the D range and R (reverse: third shift position). Are configured to face each other. Also in this case, the second portion 18 faces in the region L2 ′ where the fifth and sixth shift paths r5 and r6 are switched from R (reverse) to P (parking), thereby reducing the speed change sliding resistance and improving operability. Can be emphasized.
Further, as shown in FIG. 4B, the gate 14b of the speed change operation device 1 may be formed.
In the third embodiment, in addition to the first shift path r1, extension portions 19c and 19d are formed to extend to the lower part of the groove edge portion of the third shift path r3.
[0037]
In this case, the first, third, fifth, and seventh shift paths r1, r3, r5, and r7 in which the gate 14b extends in the front-rear direction X2, and the second and second in the vehicle width direction Y are extended. The fourth, sixth, and eighth shift paths r2, r4, r6, and r8 are alternately and sequentially formed. Here, the groove edge portions of the first to fifth shift paths r1 to r5 and the shift restriction function of the extension portions 19a to 19d are added. Therefore, each of the first, second, and third shift paths r1, r2, and r3 can be switched from D (drive) to N (neutral) by sequentially changing the direction at right angles. The direction can be switched from N (neutral) to R (reverse) by sequentially changing the direction to the paths r4 and r5 at right angles. Here, the rectangular cross section of the first portion 17 is made to face within the swing range La of R (reverse) from D (drive), and both side surfaces of the first portion 17 of the rectangular cross section are the first to fifth shift paths. It can be clamped by surface contact by both groove edges of r1 to r5 and the extension portions 19a to 19d, and an erroneous operation at the time of shifting operation can be prevented. Since it is repeated twice, it is possible to reliably prevent shifting directly to R (reverse) by jumping over N (neutral). Also in this case, the second portion 18 faces the region Lb where the sixth to eighth shift paths r6, r7, r8 are switched from R (reverse) to P (parking), thereby reducing the speed-change sliding resistance and operability. Can be emphasized.
[0038]
【The invention's effect】
As described above, according to the first aspect of the present invention, the first portion of the rectangular cross section of the shift lever is held in surface contact from both sides by the groove edges formed by the extension portions of this portion when the first shift path is moved. When the shift lever is operated to the third shift path through the second shift path formed by bending from the first shift path, the lever is consciously reached the end of the first shift path. In addition, the direction cannot be changed by the movement restricting function of the extension part unless the direction is changed in the direction perpendicular to the second shift path and switched. For this reason, it is possible to prevent an erroneous operation in which the shift lever jumps over the second shift position from the first shift position and directly switches to the third shift position, and the reliability of the lever switching operation is ensured in a space-saving manner, The first part of the shift lever is in contact with an extension formed at the lower part of the speed change operation board on the first shift path side, and the first part is surely below the gate on the shift position side after the third shift position. Since the second portion having a circular cross section is disposed oppositely on the gate, operability can be emphasized and the appearance is also improved.
[0039]
In the invention of claim 2, since the first part of the shift lever is formed to face the extension part in the range of the drive range to the neutral range, the first part is switched from the first shift path to the third shift path. An erroneous operation of passing through the N range of the second shift path during operation can be prevented, and the reliability of the lever switching operation is ensured.
[0040]
In the invention of claim 3, since the length of the first portion is smaller than the groove depth in the extension portion of the gate, the first portion is accommodated in the gate, does not protrude to the outside, has a good appearance, and improves the merchantability.
[0041]
In the invention of claim 4, since the second portion of the circular cross section of the shift lever faces the manual shift path, the shift lever can be smoothly shifted on the manual shift path.
[Brief description of the drawings]
BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a schematic side view of an instrument panel provided with a transmission operating device for a transmission as an embodiment of the present invention, where (a) is a first embodiment example and (b) is a second embodiment example. Show.
FIG. 2 is an enlarged side sectional view of a main part of the speed change operating device of FIG. 1;
FIG. 3 is an enlarged plan view of a gate of a speed change operation board of the speed change operation device of FIG. 1;
4 is a plan view of a gate that can be used in place of the gate of the speed change operation board of the speed change operation device of FIG. 1, wherein (a) is a plan view of the gate used in the second embodiment, and (b) is a plan view of the gate used in the third embodiment. FIG.
5A and 5B are explanatory views of a cross-sectional shape of a shift lever of the speed change operation device of FIG. 1, in which FIG. 5A shows the first embodiment, and FIG. 5B shows the second embodiment.
6A is a schematic side view, FIG. 6B is a schematic plan view, FIG. 6C is a plan view of a speed change operation board, and FIG. 6D is another general speed change device. The operating device is shown.
[Explanation of symbols]
1 Shifting operation device
2 Shift lever
6 Pivot pivot (lever pivot)
13 Shifting operation board
14 Gate
17 First part
18 Second part
19a-19d extension
r1 first shift path
r2 second shift path
r3 3rd shift path
X Body longitudinal direction

Claims (4)

A shift lever that switches the gear ratio of the transmission mounted on the vehicle;
A shift lever support member fixed to the vehicle and supporting the shift lever in a swingable manner;
A speed change operation board having a gate fixed to the vehicle or the shift lever support member and having the shift lever inserted so as to be swingable;
With
The gate
A first shift path provided with a first shift position;
A second shift path bent from the first shift path and provided with a second shift position;
A third shift path bent from the second shift path and provided with a third shift position;
An extension for increasing the groove depth of the first shift path at the rear edge of the edge of the first shift path;
With
The shift lever
The cross section of the first part facing the extension is formed in a rectangle,
A transmission operating device for a transmission, wherein a cross section of a second portion facing the gate at the third shift position is circular. The transmission operation device for a transmission according to claim 1,
The transmission is an automatic transmission, the first shift position is a drive range for automatically shifting the automatic transmission, the second shift position is a neutral range for neutralizing the automatic transmission, the third shift position The shift position is a reverse range that causes the automatic transmission to move backward.
A shift operation device for a transmission, wherein a first portion of the shift lever is formed at least in a range from the drive range to the neutral range. The transmission operation device for a transmission according to claim 1 or 2,
The transmission operation device for a transmission, wherein an axial length of the first portion is shorter than the extension portion. The transmission operation device for a transmission according to claim 2,
The gate is connected to the drive range position and has a manual shifting shift path that enables manual shifting.
The shift operation device for a transmission, wherein the second portion of the shift lever faces the manual shift shift path when the shift lever is on the manual shift shift path.

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