Vehicle shift lock mechanism

Abstract

To provide a shift lock mechanism of a vehicle in which snagging prevention of a lock member is compatible with absorption of structural dispersion and improvement of working speed of the lock member is compatible with the absorption of structural dispersion.SOLUTION: A shift lock mechanism 20 of a vehicle comprises: a member 35 to be locked which is arranged at a select lever 22 selecting a shift gear of an automatic transmission; engagement parts 36, 37 which are arranged in the member to be locked at positions corresponding to the shift gear; a lock member 42 which is arranged facing the member to be locked and can be engaged / disengaged with the engagement part; an inclination part which is formed at an edge of the lock member; a drive unit 40 which drives the select lever between a lock state and a movable state; a buffer member which is compressed when the lock member is retracted and energizes the lock member toward the member to be locked; and a control unit 11 which controls the drive unit.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a shift lock mechanism for a vehicle that fixes the range position of a select lever for switching an automatic transmission.

Background Art

[0002] Vehicles such as automobiles are provided with a select lever (also referred to as a shift lever) for shifting a transmission. An automatic vehicle is provided with an automatic transmission that automatically performs clutch operation and gear selection. This automatic transmission is a transmission that shifts the output of the engine according to the driving situation.

[0003] In a conventional automatic vehicle, the driving operation of the vehicle is performed by selectively moving a select lever to positions of range patterns such as parking P, reverse R, neutral N, drive D, etc.

[0004] Regarding such a select lever of a conventional automatic vehicle, various proposals have been made. For example, Patent Document 1 discloses a shift lever device that does not generate a solenoid knocking sound when the select lever is in the P range position and the brake is depressed. Also, for example, Patent Document 2 discloses a range switching control device that can shorten the time from an operation input until the switching of the actual range position is completed.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, the shift lock mechanism of the selector lever presents a trade-off between preventing the movable locking member from getting stuck and absorbing structural variations, making it difficult to achieve both simultaneously. Furthermore, the shift lock mechanism of the selector lever presents a trade-off between improving the operating speed of the locking member and reducing the operating noise of the drive unit, making it difficult to achieve both simultaneously.

[0007] Therefore, in view of the above problems, the object of the present invention is to realize a vehicle shift lock mechanism that achieves both prevention of the locking member from getting stuck and absorption of structural variations, and improvement of the operating speed of the locking member and absorption of structural variations. [Means for solving the problem]

[0008] A shift lock mechanism according to one aspect of the present invention includes a select lever for selecting a gear of an automatic transmission, a lockable member provided on the select lever, an engaging portion provided on the lockable member in a position corresponding to the gear selected by the select lever, a locking member provided opposite the lockable member and capable of engaging with the engaging portion, and an inclined portion formed at the end of the locking member to prevent snagging when engaged with and disengaged from the engaging portion. The locking member comprises a return spring that biases the locking member in a first direction away from the locked member, and a configuration that switches whether or not a force is generated that moves the locking member in a second direction opposite to the first direction toward the locked member, against the biasing force of the return spring, wherein the switching of whether or not the force is generated by the configuration The system comprises: a drive device that drives the locking member to engage with the engaging portion to lock the select lever and a drive device that retracts the locking member so that it is not engaged with the engaging portion and the select lever is movable; a buffer member provided on the drive device that compresses the locking member when the locking member is in the retracted state and biases the locking member toward the locked member; and a control device that receives a brake pedal operation signal and a vehicle speed signal from a vehicle speed sensor and controls the drive device. The locking member faces the plane of the locked member where the engaging portion is not provided when the select lever is in the drive range or reverse range, and faces the engaging portion of the locked member when the select lever is in the neutral range. The control device generates the force in the configuration when the select lever is in the drive range or reverse range and the vehicle is stopped or traveling at a predetermined speed based on the input value of the vehicle speed signal, causing the end of the locking member to contact the plane of the locked member. The control device generates the force in the configuration when the select lever is in the neutral range and the vehicle is stopped and the vehicle speed signal is not input, causing the locking member to engage with the engaging portion. The buffering member is compressed when the end of the locking member is in contact with the plane of the locked member, biasing the locking member toward the locked member. . [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a vehicle shift lock mechanism that achieves both prevention of the locking member from getting stuck and absorption of structural variations, as well as improvement of the operating speed of the locking member and absorption of structural variations. [Brief explanation of the drawing]

[0010] [Figure 1] Schematic diagram showing the configuration of the vehicle's driver assistance system. [Figure 2] Top view showing the schematic configuration of the select lever unit. [Figure 3] A partial side view showing the schematic configuration of the select lever unit. [Figure 4] A perspective view partially showing the schematic configuration of the selector lever unit. [Figure 5] A cross-sectional view showing the configuration of the locking unit in a state where the fixed rod is retracted and driven by the control unit. [Figure 6] A cross-sectional view showing the configuration of a locking unit with a fixed rod protruding, driven and controlled by a control unit. [Figure 7] A partial side view showing the schematic configuration of the neutral range selector lever unit. [Figure 8] A schematic diagram of the select lever unit with the fixed rod protruding is partially shown, and is a cross-sectional view along line VIII-VIII in Figure 7. [Figure 9] A cross-sectional view partially showing the schematic configuration of the selector lever unit in the neutral range with the fixed rod retracted. [Figure 10] A partial side view illustrating the schematic configuration of the drive range selector lever unit. [Figure 11] A schematic diagram of the select lever unit in which the fixed rod is in contact with the lock arm is partially shown, and is a cross-sectional view along line XI-XI in Figure 10. [Figure 12] A partial side view showing the schematic configuration of the reverse range selector lever unit. [Figure 13]Schematic configuration of the select lever unit in a state where the fixed rod abuts against the lock arm, partial cross-sectional view taken along line XIII-XIII of FIG. 12 [Figure 14] Perspective view showing the shape of the end face of the fixed rod [Figure 15] Partial cross-sectional view showing the state where the fixed rod is removed from the lock hole of the lock arm when shifting from the neutral range to the drive range [Figure 16] Partial cross-sectional view showing the state where the fixed rod is inserted into the lock hole of the lock arm when shifting from the neutral range to the reverse range [Figure 17] Partial cross-sectional view showing the state where the fixed rod is removed from the lock hole of the lock arm when shifting from the neutral range to the drive range in a modified example [Figure 18] Partial cross-sectional view showing the state where the fixed rod is inserted into the lock hole of the lock arm when shifting from the neutral range to the reverse range in a modified example

Mode for Carrying Out the Invention

[0011] Hereinafter, embodiments of one aspect of the present invention will be described in detail with reference to the drawings. In the drawings used in the following description, the scale is different for each component in order to make each component recognizable on the drawing surface. The present invention is not limited only to the quantity of the components described in these drawings, the shape of the components, the ratio of the sizes of the components, and the relative positional relationship of each component.

[0012] In FIG. 1, reference numeral 1 denotes a vehicle (own vehicle) such as an automobile. This vehicle 1 is provided with front and rear brake mechanisms 4 and 5 that apply braking force to the front and rear wheels by stepping on a brake pedal 3 provided with a foot brake switch by a driver. Further, the vehicle 1 is provided with an accelerator pedal 6 to which an accelerator opening sensor for detecting the amount of pedal depression (accelerator opening) by the driver is connected.

[0013] The brake pedal 3 and accelerator pedal 6 are electrically connected to the control unit 11, which is the main ECU (Electronic Control Unit). The pedal input signals from the brake pedal 3 and accelerator pedal 6 are output to the control unit 11.

[0014] The control unit 11 controls the opening and closing of the throttle valve 9 (engine output control) according to the amount the accelerator pedal is pressed (accelerator opening).

[0015] The engine, power unit 7, is mounted at the front of vehicle 1. Behind this power unit 7 is a transmission 8 that changes the power output.

[0016] In this context, transmission 8 is a so-called automatic transmission that automatically switches gear ratios and other parameters according to the engine speed of power unit 7.

[0017] Vehicle 1 is equipped with a vehicle speed sensor 12 located on the crankshaft of the power unit 7, the output shaft of the transmission 8, etc. This vehicle speed sensor 12 is connected to the control unit 11. Vehicle 1 may also be equipped with a wheel speed sensor for vehicle speed detection.

[0018] A select lever unit 10 is provided on the passenger compartment floor of vehicle 1. This select lever unit 10 is a so-called straight-type shift unit.

[0019] The select lever unit 10 exchanges signals with the control unit 11. The select lever unit 10 is an operating mechanism that selectively switches the hydraulic control circuit of the transmission 8 to change the gear according to each position such as parking range (P), reverse range (R), neutral range (N), and drive range (D).

[0020] As shown in Figure 2, the select lever unit 10 has a shift gate panel 16 on which a range display section 15 is provided. The shift gate panel 16 has an opening in the gate 17, which is an elongated groove.

[0021] A select lever 22 extends upward from the gate 17 of the shift gate panel 16. As shown in Figure 3, this select lever 22 is equipped with a lever pipe 23. A shift knob 24, which serves as an operating grip, is provided at the upper end of this lever pipe 23. A push button 25 is provided on this shift knob 24.

[0022] The push button 25, when pressed against the shift knob 24, causes the end of a guide rod (not shown) to protrude from the lever pipe 23. The shift knob 24 is positioned upward so as to protrude from the shift gate panel 16.

[0023] The select lever unit 10 is provided with a detent mechanism (not shown) that holds the select lever 22 in the P, R, N, and D positions, which are the selectable positions for the P, R, N, and D ranges of the transmission 8.

[0024] The push button 25 is located in front of the shift knob 24. The push button 25 is pressed when operating the range indicator 15 to the P range or R range position.

[0025] This operation causes a guide rod (not shown) protruding from the lever pipe 23 to move within the lever pipe 23. At this time, a predetermined length of the portion of the guide rod protruding from the lever pipe 23 is retracted.

[0026] When the end of the guide rod retracts, the detent mechanism is released from being held by the detent plate (not shown). This allows the select lever 22 to be operated to the P range and R range positions. Since the configuration of the detent mechanism is well known, a detailed explanation of it is omitted.

[0027] As shown in Figures 3 and 4, the lever pipe 23 is connected to a block-shaped frame 26 at its lower end. This frame 26 is connected to an arm unit 30 that extends downward. The arm unit 30 is pivotally supported around a rotating shaft 27 that is rotatably mounted on a base plate 29.

[0028] The arm unit 30 has a roughly U-shaped block arm 31 on its upper side. The arm unit 30 also has a support arm 32 that extends downward from the block arm 31.

[0029] This support arm 32 is a metal plate member, such as stainless steel, with a central section cut out from the top, which is connected to the block arm 31. A frame 26, to which the lever pipe 23 is connected, is engaged with the cut-out portion of the arm unit 30, and the block arm 31 and the support arm 32.

[0030] The support arm 32 has a cable mounting arm 33 that extends downward. This cable mounting arm 33 is connected to a select cable unit 28. The lower end of the select cable unit 28 is held by a base plate 29. The select cable unit 28 is connected to the transmission 8 by a select cable (not shown).

[0031] The support arm 32 has a lock arm 35, which is a plate-shaped locking member that extends forward of the vehicle 1. This lock arm 35 is a metal plate member such as stainless steel and is integrally formed with the support arm 32.

[0032] The lock arm 35 has three locking holes 36, 37, and 38, which are engagement parts, drilled in positions corresponding to the N range, R range, and P range positions.

[0033] When a locking member is inserted into and engages with one of these three locking holes 36, 37, or 38, the select lever 22 is locked in the N range, R range, or P range position.

[0034] The shift lock mechanism 20 in vehicle 1 is comprised of a support arm 32 having a lock arm 35, a lock unit 40, and a control unit 11 to which a pedaling signal from the foot brake switch of the brake pedal 3 and a vehicle speed signal such as a pulse signal from the vehicle speed sensor 12 are input.

[0035] As shown in Figures 5 and 6, the lock unit 40 of the shift lock mechanism 20 has a solenoid 50 inside the exterior member 41, which is a frame member. The solenoid 50 mainly consists of a frame 51, a cover frame 52, an excitation coil 53, a movable iron core (plunger) 55, a fixed iron core (stopper) 56 which is a plunger receiver, and a coil spring 57 which is a return spring.

[0036] This solenoid 50 is a pull-type solenoid in which the plunger 55 is pulled into the frame 51 when the excitation coil 53 is energized. When the excitation coil 53 is not energized, the plunger 55 is pushed (pressed) by a coil spring 57 which is fitted onto the stopper 56 and moves in a direction that protrudes from the cover frame 52.

[0037] The plunger 55 is fitted with a cylindrical sound-absorbing rubber 58, which is a cushioning member (cushion rubber) made of silicone rubber. This sound-absorbing rubber 58 is fixed so that one end abuts against a stepped portion formed in the middle of the plunger 55, covering its outer circumference.

[0038] Furthermore, when the plunger 55 is in the protruding state, the sound-absorbing rubber 58 is compressed by being sandwiched between the stepped portion of the plunger 55 and the inward flange 59 formed at the end of the cover frame 52. As a result, the sound-absorbing rubber 58 biases the plunger 55 toward the inside of the exterior member 41 against the elastic force of the coil spring 57.

[0039] In other words, by compressing, the sound-absorbing rubber 58 biases the plunger 55 in the direction of pulling it into the frame 51, against the elastic force of the coil spring 57. The biasing force by the sound-absorbing rubber 58 is set to produce a predetermined repulsive force that is smaller than the elastic force of the coil spring 57.

[0040] The plunger 55 has one end of a connecting rod 43, which is made of a hard material such as metal, connected to its protruding end. This connecting rod 43 is connected to the plunger 55 by press-fitting or screwing in a direction perpendicular to the longitudinal axis of the plunger 55.

[0041] The connecting rod 43 is connected to a fixed rod 42, which serves as a shift lock member and has a metal rod body at the other end. The end of this fixed rod 42 is positioned opposite the plane of the lock arm 35. The fixed rod 42 is guided to move linearly inside the exterior member 41, parallel to the longitudinal axis of the plunger 55.

[0042] In other words, the fixed rod 42 moves back and forth parallel to the direction of movement of the plunger 55. Then, the fixed rod 42 moves back and forth in conjunction with the plunger 55 of the solenoid 50, causing it to protrude and retract from one surface of the exterior member 41.

[0043] The lock unit 40, configured as described above, has its solenoid 50 driven and controlled by the control unit 11. The lock unit 40 is fixed to the base plate 29.

[0044] As described above, the shift lock mechanism 20 of vehicle 1 is configured to lock the select lever 22 in the N range position so that it cannot be moved to the D range or R range.

[0045] Furthermore, a similar shift lock mechanism 20 may be provided to lock the select lever 22 in the R range and P range positions to prevent it from being moved to other ranges. In configurations where the select lever 22 is locked in the R range and P range positions, a well-known shift lock mechanism may be provided.

[0046] The shift lock mechanism 20 locks the select lever 22 in the N range position when the vehicle 1 is stopped (vehicle speed 0). At this time, as shown in Figures 7 and 8, the shift lock mechanism 20 is engaged when the fixed rod 42, which is the shift lock member of the lock unit 40, is inserted into the lock hole 36 of the lock arm 35 corresponding to the N range.

[0047] In other words, when the vehicle 1 is stopped (vehicle speed 0), the shift lock mechanism 20 is activated by the control unit 11 supplying power (ON) to the excitation coil 53 of the solenoid 50. As a result, the plunger 55 of the solenoid 50 is retracted into the frame 51.

[0048] Therefore, the fixed rod 42 moves forward and backward in conjunction with the movement of the plunger 55, and is inserted into and engaged with the lock hole 36 of the lock arm 35. In this way, the select lever 22 of the vehicle 1 is locked in the N range position. As a result, the select lever 22 cannot be switched from the N range to the D range, or further to the R range.

[0049] Furthermore, when the vehicle speed signal from the vehicle speed sensor 12 is "0 (zero)", the control unit 11 determines that the vehicle 1 is stopped (vehicle speed 0). Then, when the vehicle speed signal is "0 (zero)", the control unit 11 controls the power supply to the solenoid 50 (ON).

[0050] Furthermore, when the vehicle 1 is stopped (vehicle speed 0), if the brake pedal 3 is pressed and an ON signal is input from the brake switch, the control unit 11 controls the de-energization of the excitation coil 53 of the solenoid 50 (OFF). In other words, when the vehicle speed sensor 12 does not input a vehicle speed signal, if an ON signal is input from the brake switch, the control unit 11 stops the de-energization of the excitation coil 53 of the solenoid 50.

[0051] As a result, the plunger 55 of the solenoid 50 is pushed (pressed) by the elastic force (biasing force) of the coil spring 57.

[0052] At this time, as shown in Figure 9, the shift lock mechanism 20 of vehicle 1 has a fixed rod 42 of the lock unit 40 that retracts into the lock unit 40 in conjunction with the movement of the plunger 55. As a result, the fixed rod 42 is in a disengaged, retracted state, having come out of the lock hole 36 of the lock arm 35.

[0053] This allows the select lever 22 to switch from the N range to the D range. Furthermore, the select lever 22 can be switched from the N range to the R range, and then to the P range, by pressing the push button 25 on the shift knob 24.

[0054] Furthermore, the solenoid 50 has a sound-absorbing rubber 58 on the plunger 55, which reduces the impact noise when the plunger 55 operates. Specifically, the sound-absorbing rubber 58 contacts the inward flange 59 of the cover frame 52, reducing the impact noise when the plunger 55 operates.

[0055] Incidentally, when the select lever 22 is in the D, R, or P position, the shift lock mechanism 20 is in a retracted state where the fixed rod 42, which is the shift lock member of the lock unit 40, is disengaged from the lock hole 36 of the lock arm 35.

[0056] At this time, the shift lock mechanism 20 is switched off (no power is supplied from the control unit 11 to the excitation coil 53 of the solenoid 50). As a result, the plunger 55 is pushed (pressed) by the elastic force (biasing force) of the coil spring 57.

[0057] In other words, the fixed rod 42 is retracted from the lock arm 35 in conjunction with the plunger 55. As a result, the select lever 22 can be switched from the D range to the N range, and further to the R range and P range by pressing the push button 25 on the shift knob 24.

[0058] In this embodiment, the shift lock mechanism 20 energizes the excitation coil 53 of the solenoid 50 from the control unit 11 when the select lever 22 is in the D range position and the vehicle 1 is traveling at a predetermined speed (for example, a vehicle speed of 15 km / h or less) or stopped (vehicle speed 0). The control unit 11 calculates the vehicle speed of the vehicle 1 based on the input value of the vehicle speed signal.

[0059] As a result, the plunger 55 of the solenoid 50 is retracted into the frame 51. Therefore, as shown in Figures 10 and 11, the shift lock mechanism 20 is in a state where the end face 42a of the fixed rod 42 that is linked to the plunger 55 is in contact with the flat surface 35a of the lock arm 35 near the lock hole 36.

[0060] Furthermore, the shift lock mechanism 20 also ensures that when the select lever 22 is in the R range position, the control unit 11 energizes (turns on) the excitation coil 53 of the solenoid 50 when the vehicle 1 is traveling at a low speed (for example, a vehicle speed of 15 km / h or less) or stopped (vehicle speed 0).

[0061] As a result, the shift lock mechanism 20 causes the plunger 55 of the solenoid 50 to be retracted into the frame 51. Therefore, as shown in Figures 12 and 13, the fixed rod 42 which is linked to the plunger 55 has its end face 42a in contact with the flat surface 35a of the lock arm 35 near the lock hole 36.

[0062] In this way, the shift lock mechanism 20 is driven and controlled by the control unit 11 so that the end face 42a of the fixed rod 42 contacts the plane 35a of the lock arm 35 near the lock hole 36 when the vehicle 1 is traveling at a low speed (for example, a vehicle speed of 15 km / h or less) or stopped (vehicle speed 0).

[0063] When the end face 42a of the fixed rod 42 is in contact with the flat surface 35a of the lock arm 35, the sound-absorbing rubber 58 provided on the plunger 55 is compressed. By being compressed, the sound-absorbing rubber 58 exerts a biasing force on the plunger 55 against the elastic force of the coil spring 57.

[0064] Furthermore, the impact noise that occurs when the end face 42a of the fixed rod 42, which is linked to the plunger 55, contacts the flat surface 35a of the lock arm 35 is reduced by providing a sound-dampening rubber 58 on the plunger 55.

[0065] Thus, the shift lock mechanism 20 is controlled so that when the select lever 22 is in the D range or R range position and the vehicle 1 is traveling at a low speed or stopped, the end face 42a of the fixed rod 42 is in contact with the flat surface 35a of the lock arm 35.

[0066] In other words, the shift lock mechanism 20 is controlled by the control unit 11 to energize (ON) the solenoid 50 when the vehicle 1 is traveling at a low speed or is stopped, the brake pedal 3 is not pressed, and the select lever 22 is in the D range or R range position.

[0067] Therefore, when the select lever 22 is switched from the D or R range to the N range, the fixed rod 42 is in a waiting state to be inserted into the lock hole 36 of the lock arm 35. At this time, the sound-dampening rubber 58 is compressed, biasing the plunger 55 of the solenoid 50 in the direction of retraction.

[0068] Therefore, when the brake pedal 3 is pressed down and the select lever 22 is switched from the D or R range to the N range position, the fixing rod 42 is instantly inserted into and engaged with the lock hole 36 corresponding to the N range.

[0069] Furthermore, when the vehicle 1 is traveling at a low speed or above a predetermined speed (for example, a vehicle speed of 15 km / h or less) and is not stopped, the power supply from the control unit 11 to the solenoid 50 of the shift lock mechanism 20 is stopped (OFF).

[0070] Therefore, when the vehicle 1 is traveling at a predetermined speed, the shift lock mechanism 20 allows the select lever 22 to be switched between the N range and the D range, as in the conventional method.

[0071] Furthermore, the end of the fixing rod 42 facing the lock arm 35 has a tapered surface 44 that is inclined, as shown in Figure 14.

[0072] Thus, the shift lock mechanism 20, by providing a tapered surface 44 at the end of the fixed rod 42, prevents the fixed rod 42 from getting caught when switching from the N range to the D range, as shown in Figure 15, during the process in which the fixed rod 42 retracts from the lock hole 36 of the lock arm 35, the tapered surface 44 contacts the edge of the lock hole 36.

[0073] Furthermore, when switching from the N range to the R range, as shown in Figure 16, the shift lock mechanism 20 prevents the fixed rod 42 from getting caught when the fixed rod 42 is inserted into the lock hole 36 of the lock arm 35. The tapered surface 44 comes into contact with the edge of the lock hole 36 during the process of the fixed rod 42 being inserted into the lock hole 36 of the lock arm 35.

[0074] Furthermore, the shape of the end of the fixed rod 42 may be changed from a tapered surface 44 to a spherical surface 45 as an inclined portion, as shown in Figures 17 and 18. In this way, even if the end of the fixed rod 42 of the shift lock mechanism 20 is made spherical 45, the spherical surface 45 will come into contact with the edge of the lock hole 36 when switching from the N range to the D range or R range, preventing the fixed rod 42 from getting caught.

[0075] The shift lock mechanism 20 is configured such that when the vehicle 1 is stationary, the brake pedal 3 must be pressed when switching from the non-driving gear (N range) to the driving gear (D range or R range). In other words, the shift lock mechanism 20 of the vehicle 1 is equipped with an interlock mechanism that requires the brake pedal 3 to be pressed when shifting from the non-driving gear (N range) to the driving gear (D range or R range) to switch the forward or reverse movement of the vehicle 1.

[0076] As described above, the shift lock mechanism of vehicle 1 has a tapered surface 44 or a spherical surface 45 formed at the end of the fixed rod 42. This prevents the fixed rod 42 from getting caught on the locking member when it is inserted into or removed from the lock hole 36 of the lock arm 35.

[0077] Therefore, the shift lock mechanism 20 of vehicle 1 can absorb structural variations in the lock hole 36 of the lock arm 35, the fixing rod 42, and other components.

[0078] Furthermore, in order to reduce the operating noise of the lock unit 40, which is the drive device, the shift lock mechanism 20 of vehicle 1 is equipped with a sound-dampening rubber 58 on the plunger 55 of the solenoid 50, which is the drive source.

[0079] This reduces the impact noise when the plunger 55 is in operation and the knocking noise when the end face 42a of the fixing rod 42 comes into contact with the flat surface 35a of the lock arm 35.

[0080] Furthermore, when the select lever 22 is in the D range or R range position, the shift lock mechanism 20 of the vehicle 1 is controlled so that when the vehicle 1 is traveling at a low speed or stopped, the end face 42a of the fixed rod 42 comes into contact with the flat surface 35a of the lock arm 35.

[0081] In this state, the sound-dampening rubber 58 is compressed, and it applies a biasing force to the plunger 55 of the solenoid 50 in the direction that the fixing rod 42 is inserted into the lock hole 36 of the lock arm 35.

[0082] As a result, when the select lever 22 is switched to the N range, there is no free travel distance for the fixed rod 42, and the fixed rod 42 is instantly inserted into and engaged with the lock hole 36 of the lock arm 35.

[0083] Thus, the shift lock mechanism 20 of the vehicle 1 in this embodiment can achieve both prevention of the movable locking member from getting stuck and absorption of structural variations, as well as improvement of the operating speed of the locking member and absorption of structural variations.

[0084] The control unit 11 includes a processor that includes a central processing unit (CPU), memory devices such as ROM and RAM. Furthermore, all or some of the processor's circuits may be executed by software. For example, the CPU may read and execute various programs corresponding to each function stored in the ROM.

[0085] Furthermore, all or part of the processor's functions may be comprised of logic circuits or analog circuits, and the processing of various programs may be implemented using electronic circuits such as FPGAs.

[0086] The inventions described in the above embodiments are not limited to those forms, and various modifications can be made in the implementation stage without departing from the gist of the invention. Furthermore, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the multiple constituent elements disclosed.

[0087] For example, if the problem described can be solved and the effect described can be obtained even if some of the constituent elements shown in each form are removed, then the configuration with the removed constituent elements can be extracted as an invention. [Explanation of Symbols]

[0088] 1…Vehicle 3…Brake pedal 4, 5… Brake mechanism 6…Accelerator pedal 7…Power Unit 8…Transmission 9…Throttle valve 10…Select lever unit 11…Control Unit 12…Vehicle speed sensor 15... Range display section 15km / h…vehicle speed 16… Shift gate panel 17…Gate 18…Transmission 20... Shift lock mechanism 22...Select lever 23... Lever pipe 24... Shift knob 25…Push button 26…Frame 27…Rotation axis 28…Select Cable Unit 29…Base plate 30... Arm Unit 31…Block arm 32...Support arm 33…Cable mounting arm 35... Lock Arm 35a…Plane 36, 37, 38… Lock holes 40... Rock Unit 41… Exterior components 42…Fixed rod 42a...end face 43…Connecting rod 44... Tapered surface 45...Spherical surface 50... Solenoid 51...frame 52... Cover frame 53…Excitation coil 55…Movable steel core (plunger) 56…Fixed iron core (stopper) 57... Coil spring 58...Sound-dampening rubber 59…Inward-facing flange

Claims

1. The selector lever for selecting the gear of the automatic transmission, A locking member provided on the select lever, In the position corresponding to the gear selected by the select lever, the engaging portion provided on the locked member, A locking member provided opposite the locked member and capable of engaging with the engaging portion, An inclined portion formed at the end of the locking member, which prevents snagging when engaging with and disengaging the engaging portion, A drive device comprising: a return spring that biases the locking member in a first direction away from the locked member; and a configuration for switching whether or not a force is generated that moves the locking member in a second direction opposite to the first direction toward the locked member, against the biasing force of the return spring, wherein the drive device drives the locking member to engage with the engaging portion and lock the select lever, and to retract the locking member so that it is not engaged with the engaging portion and the select lever is movable, by switching whether or not the force is generated by the configuration, A cushioning member is provided in the drive device, which is compressed when the locking member is in the retracted state and biases the locking member toward the locked member, A control device receives the brake pedal operation signal and the vehicle speed signal from the vehicle speed sensor, and controls the drive of the drive unit. Equipped with, The locking member faces the plane of the locked member where the engaging portion is not provided when the select lever is in the drive range or reverse range, and faces the engaging portion of the locked member when the select lever is in the neutral range. The control device generates the force in the configuration when the select lever is selected in the drive range or the reverse range and the vehicle speed signal is not input, or when the vehicle is traveling at a low speed based on the input value of the vehicle speed signal, thereby bringing the end of the locking member into contact with the plane of the locked member; and when the select lever is selected in the neutral range and the vehicle speed signal is not input, the control device generates the force in the configuration, thereby engaging the locking member with the engaging portion. The cushioning member is compressed when the end of the locking member is in contact with the plane of the locked member, thereby biasing the locking member toward the locked member. A vehicle shift lock mechanism characterized by the following features.

2. The locking member is guided to move back and forth in the first and second directions, The configuration of the drive device comprises a plunger that moves back and forth in the first and second directions, and an excitation coil that generates a magnetic force as the force that moves the plunger in the second direction when energized. The plunger is positioned away from the locking member in a direction perpendicular to the axis of the linear guide and is connected to the locking member via a connecting member. A shift lock mechanism for a vehicle according to feature 1.

3. The vehicle shift lock mechanism according to claim 1, characterized in that when the select lever is in the neutral range and the vehicle is stopped and the vehicle speed signal is not input, the control device, when the brake pedal is pressed and the pedaling signal is input, retracts the lock member engaged with the engaging part by preventing the force from being generated in the configuration, thereby disengaging it.

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