JP2006123846A - Remote controller for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a remote controller for a transmission suppressing an over stroke, and keeping good operation feeling when the over stroke is suppressed, in an operation system of a mechanical transmission of an automobile using operation cable at one or more parts. <P>SOLUTION: In the operation system of the mechanical transmission of the automobile using the operation cable 5 at one or more parts, over stroke regulating means 33c, 41a, 41b regulating over stroke amount are provided. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a remote control device for a transmission using a cable at one or more places in an operation system of a transmission of a vehicle having a mechanical transmission.

  In general, the operation system of a transmission of a cab-over truck is such that an operating force from a shift lever in the cab (driver side) (hereinafter, the shift lever in the cab is called a driver side lever) is transmitted via a rod or cable. Transmission transmission is remotely controlled by transmitting to a power shift device or lever on the transmission side mounted on the vehicle.

  At that time, the stroke at the time of operation of the shift lever is determined by the lever length and the swing angle on the transmission side, but since it is via a rod or cable having a plurality of joint parts, backlash and deflection of these parts, Alternatively, the stroke amount of the shift lever becomes larger than the value obtained by multiplying the transmission side stroke by the lever ratio of the entire operation system due to the elastic deformation of the damper interposed for the purpose of improving operability (overstroke occurs).

If this overstroke is too large due to component errors or the like, when the shift lever is operated, the shift lever or the hand operating the shift lever may approach the surrounding equipment (parts).
Further, when the overstroke increases, the operability deteriorates.
That is, the sense of moderation at the time of shifting is lost.

  Therefore, it is conceivable to incorporate a mechanism that prevents such an overstroke, such as a stopper, into the operating system. However, if a part of the operating system that is moving is simply blocked with a hard object (such as a stopper), it will be blocked. If this happens, the shock will be applied to the hand operating the shift lever, and the operation feeling may be greatly impaired.

  Here, in the operation system of an automobile transmission using a push-pull wire, an elastic material is attached to the connecting portion of the operation system member, and a weight is attached to the shift lever side of the elastic material to improve the operation feeling. A transmission device for a vehicle to be made has been proposed (see, for example, Patent Document 1).

However, the above technique is merely intended to improve the operation feeling, and does not solve the problems caused by the occurrence of the overstroke and the overstroke.
Japanese Utility Model Publication No. 1-120226

  Accordingly, an object of the present invention is to suppress an overstroke in an operation system of a mechanical transmission of an automobile using an operation cable at one or more places, and to maintain a good operation feeling even when the overstroke is suppressed. It is to provide a remote control device.

  The remote control device for a transmission of the present invention is an overstroke restricting means (33c, 41a, 41b; 34c) for restricting an overstroke amount in an operation system of a mechanical transmission of an automobile (for example, using an operation cable or a linkage system). , 41a, 41b; 320c, 41a, 41b; 331c, 410, 41b; 332b, 332c, 42a) (claim 1).

  The overstroke restricting means (33c, 41a, 41b; 34, 41a, 41b; 320c, 41a, 41b; 331a, 331c, 410, 41b,; 332b, 332c, 42a) are operated on the driver side (intermediate). The lever 3) is provided (claim 2).

  The overstroke restricting means (33c, 41a, 41b; 34c, 41a, 41b; 320c, 41a, 41b; 331a, 331c, 410, 41b; 332b, 332c, 42a) It is provided so as to regulate the moving range (claim 3).

  Overstroke restricting means (33c, 41a, 41b; 34c, 41a, 41b; 320c, 41a, 41b; 331a, 331c, 410, 41b; 332b, 332c, 42a) provided in the operating system located on the driver side A dedicated lever (34) newly provided on the operating system lever (33, 320, 331, 332) or the operating system lever (3) and a lever support member (intermediate lever) for supporting the lever 3 is formed of locking members (41a, 41b, 410, 42a) formed on the bracket 4).

  The overstroke restricting means (33c, 41a, 41b; 34c, 41a, 41b; 320c, 41a, 41b; 331a, 331c, 410, 41b; 332b, 332c, 42a) completes the transmission shift, After the lever is stopped, the control is started when further operating force is applied (claim 5).

  According to the transmission remote control device of the present invention described above, in the operation system of the mechanical transmission of the automobile, the overstroke restricting means (33c, 41a, 41b; 34c, 41a, 41b; 320c, 41a, 41b; 331a, 331c, 410, 41b; 332b, 332c, 42a), the amount of overstroke can be reduced.

  Lever support member that supports the lever (3) in the overstroke regulating means (33c, 41a, 41b; 34c, 41a, 41b; 320c, 41a, 41b; 331a, 331c, 410, 41b; 332b, 332c, 42a) When the locking member is formed integrally with (intermediate lever bracket 4) (41a, 41b, 42a), it is not necessary to prepare a dedicated part.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  First, a first embodiment will be described with reference to FIGS.

1 to 7 show a first example of the first embodiment.
In FIG. 1, an arrow F indicates the front of the vehicle, an arrow R indicates the right side of the vehicle, and an arrow L indicates the left side of the vehicle. The relationship between these arrows and the front / rear and left / right of the vehicle is the same in the following drawings.

  The remote control device for the transmission swings in the front-rear direction (arrow D2 direction) by a driver-side lever 1 operated by the driver and a shift operation of the driver-side lever 1 (operated in the direction of arrow D1 in FIG. 1). The first shift lever 12, the shift rod 2 having one end 22 connected to the first shift lever 12 and having the rod portion 21, and the ball joint 23 at the other end of the shift rod 2 are connected by the front-rear direction (arrow D3). And an intermediate lever 3 that swings in the direction) and a cable 5 that is pushed and pulled by the swing of the intermediate lever 3.

  The cable 5 is connected to a power shift device 7 on the transmission 6 side, and is configured to move, for example, a piston (not shown) of the power shift device 7 back and forth.

The driver-side lever 1 is fixed to a back surface of a cab floor panel (not shown) by a first bracket 11 with a mounting bolt B1.
The intermediate lever 3 is fixed to a back surface of a cab floor panel (not shown) by a second bracket 4 with a mounting bolt B2.
As will be described in detail hereinafter, the second bracket 4 is integrally formed with stoppers 41a and 41b which are locking members for restricting the swinging of the intermediate lever 3.
The stoppers 41a and 42b will be described in detail later.

FIG. 2 is a three-dimensional view of the first bracket 11 and the second bracket 4 described with reference to FIG. FIG. 3 is a side view showing from the driver side lever 1 to the front end of the cable 5.
As shown in FIG. 4, the second bracket 4 is a core in which the entire bracket body 41 is formed by pressing, and flanges 47 and 48 are formed with both end portions in the left and right (width) directions partially facing downward. The cable attachment member 44 is welded so that the U-shaped cross section may be blocked back and forth.

  Referring to FIG. 2 again, a boundary portion between the dustproof boot mounting portion 51 near the front end of the cable 5 and the portion 52 where the surface of the outer cable can be seen is a notch (not shown) formed in the cable attachment member 44. It is installed so that it may be pinched.

  Referring also to FIGS. 4 and 5, a U-shaped yoke 42 is fixed to the back surface of the main body 41 of the second bracket 4 as a support member for the intermediate lever 3, and the yoke 42 A reinforcing member 43 that reinforces the yoke 42 is attached to the back surface of the bracket so as to be fixed to the back surface of the yoke and the back surface of the bracket body 41.

  The intermediate lever 3 includes a cylindrical member 31 having a lever shaft 35 inserted therein so that the intermediate lever 3 can rotate, and a driver side lever 32 to which the ball joint 23 of the shift rod 2 is attached. And a transmission 6 side lever 33 for attaching a cable side joint 53 (see FIG. 2).

  Here, FIGS. 6 to 8 are all cross-sectional views taken along the line AA of FIG. 5, and particularly FIG. 6 shows the case where the driver side lever 1 is in the neutral position, and FIG. FIG. 8 shows the case where the driver side lever 1 is tilted forward (in the direction opposite to the arrow F in FIGS. 1, 2, 3 and 4). ) Shows the case of tilting.

  A stopper lever 33c for locking extends on the opposite side of the transmission side lever 33 on the side where the joint 53 of the cable 5 is attached (the stud 39 for attaching the cable side joint 53 is erected) 33b. .

On the other hand, the main body 41 of the second bracket 4 includes a rear stopper 41a and a front stopper 41b which are locking members of the intermediate lever 3 in which the flange 47 is partially folded back horizontally at two locations of the flange 47 of the main body 41. And are formed.
The shaft 35 of the intermediate lever 3 is disposed so as to be located near the center of the bracket body 41 between the stoppers 41a and 41b (see FIG. 4).

  When the shift is neutral (the state shown in FIG. 6), the stopper lever 33c does not come into contact with either the front stopper 41a or the rear stopper 41b.

  When the driver-side lever 1 is tilted forward, first, in FIG. 1, the first shift lever 12 tilts backward, and the intermediate lever 3 is moved by the shift rod 2 connected to the first shift lever 12. When the driver side lever 32 is pushed rearward and the intermediate lever 3 is viewed from the back side of the main body bracket 41 (FIGS. 4, 6 to 8), it rotates counterclockwise as shown in FIG. The stopper contact surface 33e of the lever 33c contacts the contact surface 41e of the front stopper 41a, and the rotation of the intermediate lever 3 is restricted.

  On the other hand, when the driver-side lever 1 is tilted backward, first, in FIG. 1, the first shift lever 12 tilts forward, and the intermediate lever is moved by the shift rod 2 connected to the first shift lever 12. 3 is pulled forward, and the intermediate lever 3 rotates clockwise as shown in FIG. 8 when viewed from the back surface of the main body bracket 41, and the stopper contact surface 33d of the stopper lever 33c is The intermediate lever 3 is restricted from rotating in contact with the contact surface 41d of the front stopper 41a.

  Next, with reference to FIGS. 9 and 10, a first modification of the first embodiment (FIGS. 1 to 8) of the first embodiment will be described.

A first modification of the first embodiment of FIGS. 9 and 10 is a stopper lever formed integrally with the transmission-side lever 33 in contrast to the first embodiment (FIGS. 1 to 8) of the first embodiment. In this embodiment, a dedicated stopper lever 34 having a profile similar to that of the stopper lever 33c is provided on the outer periphery of the cylindrical member 31 of the intermediate lever 3 instead of the stopper lever 33c. Has an effect.
That is, the stopper lever 34 has a contact surface 34e that contacts the contact surface 41e of the front stopper 41a and a contact surface 34d that contacts the contact surface 41d of the rear stopper 41b.
The transmission-side lever 330 is an independent lever.

Next, a second modification of the first embodiment will be described with reference to FIGS.
In the second modified example of FIGS. 11 to 15, a horizontal portion near the tip of the driver side lever 320 of the intermediate lever 3 is partially bent in the vertical direction, and the bent portion is used as a stopper lever 320 c. In this embodiment, the back surfaces 320d and 320g are configured to contact the contact surface 41d of the rear stopper 41b formed on the bracket body 41 and the contact surface 41g of the front stopper 41f, respectively.

  FIG. 13 shows a neutral state, FIG. 14 shows a state in which the swing of the intermediate lever 3 is restricted by the front stopper 41f when the driver side lever 1 is tilted forward of the vehicle, and FIG. A state in which the swing of the intermediate lever 3 is restricted by the rear stopper 41b when tilted rearward is shown.

Next, a third modification of the first embodiment will be described with reference to FIGS.
In the third modification of FIGS. 16 to 21, as a stopper for restricting the swing of the intermediate lever 3 when the driver side lever 1 is tilted forward of the vehicle, A stopper 410 bent in an L shape on the side opposite to the side stopper 41 b is fixed to the back surface of the bracket body 41.

  Further, as a stopper for restricting the swinging of the intermediate lever 3 when the driver side lever 1 is tilted rearward of the vehicle, a rear side stopper 41b is formed by partially folding the flange 47 horizontally on the flange 47 of the bracket body 41. Forming.

Both stopper levers that come into contact with the stoppers 41 b and 410 are formed integrally with the transmission-side lever 331.
That is, the stopper lever 331c that contacts the stopper 41b is formed to extend downward with respect to the lever shaft 35 in FIG. 16, and the stopper lever 331a that contacts the stopper 410 is the lever portion of the original transmission side lever 331. It is formed to extend.

  The stopper lever 331a is formed with an abutting portion 331e, and when the driver side lever 1 is tilted forward of the vehicle, the abutting portion 331e abuts on the abutting surface 410e of the front stopper 410 (state of FIG. 20). ) Is configured as follows.

  The stopper lever 331c is formed with a contact portion 331d. When the driver side lever 1 is tilted rearward, the contact portion 331d contacts the contact surface 41d of the rear stopper 41b (see FIG. 21). State).

  FIG. 19 shows a state when the shift is neutral.

  Next, a fourth modification of the first embodiment will be described with reference to FIGS.

In the fourth modification of the first embodiment shown in FIGS. 22 to 26, a portion that functions as a stopper lever is formed on the lever 332 on the transmission side.
The transmission-side lever 332 is the shortest distance connecting the center point O of the lever shaft 35 from the abdominal plane 42a of the yoke portion 42 that pivotally supports the entire intermediate lever 3 in a direction substantially orthogonal to the longitudinal direction of the original lever portion. An arc portion 332a having a radius R is formed, and tangential portions 332b and 332c in contact with the arc are formed from both ends of the arc portion 332a.

Therefore, if the angle formed by a straight line connecting either one of both ends of the arc portion 332a and the center point O of the lever rotation shaft 35 with the ventral plane 42a of the yoke portion 42 is a right angle, the tangential portion 332b or The rotation of the intermediate lever 3 is restricted by 332c.
FIG. 24 shows a neutral state in the fourth modified example of the first embodiment, FIG. 25 shows a state where the driver side lever 1 is stopped when the driver side lever 1 is tilted forward, and FIG. A state in which the stop is applied when the side lever 1 is tilted rearward of the vehicle is shown.

  In the fourth modified example of the first embodiment shown in FIGS. 22 to 26, there is no need to provide a dedicated stopper on the bracket body 41, and the whole can be constructed inexpensively and compactly.

In FIG. 27, a stopper is not provided (A line), stoppers 41a, 41b, 41f, 410, and 42a are provided immediately after the completion of the shift (line B), and a predetermined overstroke amount is provided after the shift is completed. Each state where the stoppers 41a, 41b, 41f, 410, 42a are provided (line C) is shown.
Sa, Sb, and Sc respectively indicate the overstroke amount when the shift lever is operated with a load greater than the load at which the shift of the transmission is completed. The maximum overstroke amount Sa without a stopper is provided immediately after the shift is completed. Overstroke amount Sb when stoppers 41a, 41b, 41f, 410, and 42a are provided, and overload when stoppers 41a, 41b, 41f, 410, and 42a are provided at positions that have a predetermined overstroke amount after completion of shifting This is the stroke amount Sc.

  In the overstroke amount Sa, as described in the conventional example, the driver's hand operating the shift lever approaches other equipment in the room, or the distance between the other device and the lever on the driver side to avoid the approach. Therefore, the functions of other facilities will be significantly impaired.

  In the overstroke amount Sb, the impact force when the stopper acts on the hand of the driver operating the shift lever (the regulating lever comes into contact with the front stopper or the rear stopper) is transmitted as a reaction force from the shift lever, There may be a problem with the operation feeling.

    Since the overstroke amount Sc remains at an appropriate overstroke amount after the shift is completed, other equipment is not affected. In addition, since there is an appropriate amount of overstroke, even when the stopper acts, the operation feeling can be maintained in a good state.

  Although this embodiment has been described with a cable-type operation system, it is merely an example, and a linkage-type operation system is also applicable, and it is added that the description is not intended to limit the technical scope of the present invention. .

The perspective view which showed the whole structure of 1st Embodiment of this invention. The partial structure perspective view seen from the direction different from FIG. FIG. 3 is a main part three-dimensional view illustrating the operation of the main part of FIG. The side view which showed the structure of 1st Embodiment of this invention. The principal part block diagram of the 1st Example which looked except the principal part of 1st Embodiment from the back surface side. FIG. The figure which showed the neutral state in the AA cross-sectional arrow view of FIG. FIG. 6 is a cross-sectional view taken along the line A-A in FIG. 5 and shows a state when the driver side lever is tilted rearward of the vehicle. FIG. 6 is a diagram showing a state when the driver side lever is tilted forward of the vehicle in the AA sectional arrow view of FIG. 5. The figure corresponding to FIG. 5 of the 1st modification of 1st Embodiment. The figure which showed the neutral state in the AA cross-sectional arrow view of FIG. The back view which shows the principal part structure of the 2nd modification of 1st Embodiment of this invention. The Z arrow line view of FIG. The figure which showed the neutral state in the 2nd modification of 1st Embodiment of this invention. The figure which showed the state when tilting a driver side lever back in the 2nd modification of 1st Embodiment of this invention. The figure which showed the state when the driver side lever is tilted ahead in the 2nd modification of 1st Embodiment of this invention. The back view which shows the principal part structure of the 3rd modification of 1st Embodiment of this invention. AA sectional drawing of FIG. FIG. 17 is a Z arrow view of FIG. 16. The figure which showed the neutral state in the 3rd modification of 1st Embodiment of this invention. The figure which showed the state when tilting back a driver side lever in the 3rd modification of 1st Embodiment of this invention. The figure which showed the state when the driver side lever is tilted ahead in the 3rd modification of 1st Embodiment of this invention. The back view which shows the principal part structure of the 4th modification of 1st Embodiment of this invention. The Z arrow line view of FIG. The figure which showed the neutral state in the 4th modification of 1st Embodiment of this invention. The figure which showed the state when tilting back a driver side lever in the 4th modification of 1st Embodiment of this invention. The figure which showed the state when tilting a driver side lever ahead in the 4th modification of 1st Embodiment of this invention. FIG. 6 is a characteristic diagram illustrating a relationship between a shift operation force and a shift stroke according to the second embodiment of the present invention by comparing the first embodiment and the prior art.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Driver side lever 2 ... Shift rod 3 ... Intermediate lever 4 ... Second bracket 5 ... Cable 6 ... Transmission 7 ... Power shift device 8 ... 4, 4B: direct acting servo motor 11 ... first bracket 12 ... first shift lever 31 ... cylindrical member 32 ... driver side lever 33 ... transmission side lever 33c ... Stopper lever 35 ... Lever rotating shaft 41 ... Bracket body 41a ... Front side stopper 41b ... Rear side stopper 42 ... Yoke part 43 ... Reinforcing members 47, 48 ... Flange

Claims (5)

  A remote control device for a transmission, characterized in that an overstroke restricting means for restricting an overstroke amount is provided in an operation system of a mechanical transmission of an automobile.   The remote control device for a transmission according to claim 1, wherein the overstroke restricting means is provided in an operation system located on a driver side.   The remote operation device for a transmission according to claim 1, wherein the overstroke restricting means is provided so as to restrict a swing range of a lever of an operation system.   The overstroke restricting means provided in the operating system located on the driver side is formed in the operating system lever or a dedicated lever newly provided in a member that rotates integrally with the operating system lever and a lever support member that supports the lever. The remote control device for a transmission according to any one of claims 1 to 3, comprising a locking member.   The remote control device for a transmission according to claim 2, wherein the overstroke restricting means is configured to start restriction when an operation force is further applied after the transmission shift is completed and the transmission side lever is stopped.

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