JP4414737B2 - Control shaft wire attachment pin fall-off prevention structure - Google Patents

Description

  The present invention relates to a structure for preventing a wire attachment pin from falling off a control shaft used in a parking mechanism or the like in a vehicle transmission.

  2. Description of the Related Art A wire control type remote operation mechanism that operates an operation target by rotating (swinging) a control shaft held so as to be swingable around an axis by using a wire is conventionally known. For example, a parking mechanism in an automatic transmission for a vehicle Etc. are used. A parking mechanism of an automatic transmission for a vehicle has a configuration in which a protrusion of a parking pole is meshed with a parking gear fixed to an output shaft of the transmission, and this remote control device is used to operate the parking pole. (For example, refer to Patent Document 1).

  Conventionally, in an automatic transmission for a vehicle that uses an engine as a prime mover, a parking gear is fixed to a countershaft, and a parking lever that operates a parking pawl that meshes with an outer peripheral tooth of the parking gear extends in parallel with the countershaft. Attached to the control shaft. The control shaft is supported by the transmission case so as to be rotatable (swingable) about its axis. A control lever is provided at one end of the control shaft, and a shift lever provided in the driver's seat of the vehicle. The control wire connected to is connected. On the other hand, the other end of the control shaft is provided with a bearing that supports the control shaft and a position sensor switch that detects the shift position of the shift lever based on the rotational position of the control shaft. A control lever cover is attached to protect the members such as the control lever from pebbles coming into

Here, the control wire is connected to the control lever by a wire mounting pin that is inserted into the control lever, and the wire mounting pin that is attached to the control lever has an end portion that penetrates in the insertion direction. It is fixed in the control lever by a pin member or the like attached to the side. And even when the pin member etc. is loosened due to vibration from the engine or other causes, the wire mounting pin will not fall off from the control lever and the control wire will not come off from the control lever. Therefore, the wire mounting pin is inserted into the control lever from the control lever cover side, and in order to prevent the wire mounting pin from falling off the control lever, the distance between the control lever cover and the wire mounting pin is The wire mounting pin that is about to fall off is kept at a distance that can contact the control lever cover.
JP 2001-295922 A JP 2001-253324 A JP 2001-341619 A

  However, in a vehicle transmission of the type mounted on an electric vehicle, the diameter of the electric motor that is the prime mover is large. Therefore, in order to make the entire transmission compact, a parking mechanism centered on the control shaft is installed in the electric motor. It is necessary to arrange inside the outer shape. Further, when such an arrangement is adopted, as described above, the control shaft must be protruded on the side opposite to the prime mover side of the transmission case, and a control lever must be provided there. In this respect, the prime mover that can arrange the control lever connected to the control wire on the prime mover side, can arrange the control lever on one end side of the control shaft, and the bearing and position sensor switch on the other end side. This is different from the case of a vehicle transmission that is an engine. As in the case of a vehicle transmission using this electric motor as a prime mover, in a configuration in which a control lever, a bearing, and a position sensor switch are all arranged on one end side of the control shaft, a bearing and Since it is necessary to provide a position sensor switch, the control lever cannot be brought close to the control lever cover. As a result, the control lever cover has a function to prevent the pin from falling off as in the case where the prime mover is an engine. I can not let you.

  The present invention has been made in view of such problems, and can prevent a wire attachment pin from falling off the control lever without relying on a separately attached cover member (a member corresponding to the control lever cover). It is an object of the present invention to provide a structure for preventing a wire attachment pin from falling out of a control shaft having a structure.

The control shaft wire attachment pin drop-off preventing structure according to the present invention includes a control shaft that is swingably held around an axis, and a base end portion that is mounted on the control shaft and extends in the off-axis direction of the control shaft. A lever member (for example, the control lever 90 in the embodiment) having a pin holding portion formed thereon and a stopper portion provided on one end side of the lever member are brought into contact with the pin holding portion. A wire attachment pin and a wire attached to a wire attachment pin inserted into the pin holding portion of the lever member, and swinging and moving the control shaft around the axis via the lever member when tension is applied (for example, an embodiment) The control wire 104) and the wire mounting pin in the pin holding part Clamping member and a pin holding portion of the stopper portion and the lever member of the wire mounting pin elastically clamped (e.g., a clip 94 in the embodiment) possess the pinching member, the wire mounting pins of the stopper portion and the lever member It has a claw part latched by a pin holding part in the state where it pinched the pin holding part .

Here, in the structure for preventing the wire attachment pin from falling off the control shaft, the other end of the wire attachment pin inserted into the pin holding portion of the lever member protrudes and extends outside the pin holding portion. It is preferable that a pin member (for example, the snap pin 98 in the embodiment) extending in a direction orthogonal to the extending direction of the wire attachment pin is inserted into the protruding and extending portion. Further, the control shaft wire attachment pin fall-off preventing structure according to the present invention can be applied to a parking mechanism of a vehicle transmission. In this case, a shaft holding body for holding the control shaft so as to be swingable about an axis is provided. This is a transmission case of an automatic transmission for a vehicle, and a control shaft is a shaft for swinging a parking lever that meshes a parking pole with an outer peripheral tooth of a parking gear provided in the automatic transmission for vehicle.

In the control shaft wire attachment pin drop prevention structure according to the present invention, the wire attachment pin attached to the lever member and connecting the wire and the lever member is elastically held together with the lever member by the holding member. This prevents the wire attachment pin from falling off the lever member. For this reason, it is possible to prevent the wire attachment pin from falling off the lever member without relying on a cover member separately attached as in the prior art, and the cover member is provided at a position where the wire attachment pin can be prevented from falling off due to the configuration. Even when this is not possible, it is possible to prevent the wire attachment pin from falling off the lever member. In addition, since the clamping member is directly attached to the lever member to prevent the wire mounting pin from falling off, when the wire mounting pin is about to fall off, it comes into contact with the cover member to prevent the falling off. The reliability with respect to preventing the wire from falling off can be improved as compared with the above configuration. Furthermore, since the clamping member is obtained by bending and forming a plate-like member, it is inexpensive and can be easily attached to and detached from the lever member, so that it is excellent in productivity and maintainability. Furthermore, in the structure for preventing the wire attachment pin from falling off the control shaft according to the present invention, the clamping member is engaged with the pin holding portion while holding the stopper portion of the wire attachment pin and the pin holding portion of the lever member. Therefore, it is possible not only to prevent the sandwiching member from easily falling off from the state where it is attached to the lever member, but also to prevent the pin from rotating unnecessarily. An effect of preventing an error in mounting to the lever member (erroneous mounting) can also be obtained .

In addition, the other end side of the wire attachment pin inserted into the pin holding portion of the lever member protrudes and extends to the outside of the pin holding portion, and the pin member extends in the extending direction of the wire attachment pin. If it is the structure inserted in the direction orthogonal to, it is possible to more effectively prevent the wire attachment pin from coming off from the lever member. The shaft holder that holds the control shaft in a swingable manner around the axis is the transmission case of the vehicle automatic transmission, and the control shaft attaches the parking pole to the outer peripheral teeth of the parking gear provided in the vehicle automatic transmission. When the structure is a shaft for swinging the parking lever to be engaged, the above effect can be obtained in the parking mechanism of the vehicle transmission.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 2 is a skeleton diagram showing the configuration of an automatic transmission for a vehicle to which a structure for preventing a wire attachment pin from falling off a control shaft according to an embodiment of the present invention is applied. As shown in this figure, an automatic transmission for a vehicle (hereinafter abbreviated as a transmission) 1 according to this embodiment receives an electric power supply from a battery B mounted on a vehicle (not shown) and outputs an output shaft. An electric motor M that gives rotational power to S is a prime mover, and is an automatic transmission for a vehicle that is mounted on a so-called electric vehicle.

  The main shaft 10 in the transmission 1 is supported in a transmission case 5 by a first bearing 51 and a second bearing 52 so as to be rotatable about an axis, and is directly connected to an output shaft S of the electric motor M. The counter shaft 20 is supported by a third bearing 53 and a fourth bearing 54 at a position parallel to the main shaft 10 so as to be rotatable about its axis.

  The main gear 12 fixed on the main shaft 10 is always meshed with the counter gear 22 fixed on the counter shaft 20, and the rotational power input to the main shaft 10 from the electric motor M is the main gear 12 and the counter gear. 22 is transmitted to the countershaft 20 via A final drive gear 24 is provided to the right of the counter gear 22 on the counter shaft 20, and this final drive gear 24 is always meshed with a final driven gear 32 fixed to the differential case 30.

  A differential mechanism including two differential pinions 34 and 34 and two side gears 36 and 36 is accommodated in the differential case 30, and left and right axle shafts 42 and 42 are fixed to the side gears 36 and 36. . The center axes of the left and right axle shafts 42, 42 are arranged in parallel with the rotation axes of the main shaft 10 and the counter shaft 20, and the differential case 30 rotates with the center axes of the left and right axle shafts 42, 42 as the rotation axes. It is supported by a fifth bearing 55 and a sixth bearing 56 so as to be able to do so. In addition, driving wheels (front wheels of the vehicle) (not shown) are attached to the ends of the left and right axle shafts 42 and 42.

  As shown in FIG. 2, the transmission case 5 of the transmission 1 includes a right case 5a and a left case 5b. As shown in FIGS. 3A and 3B, the left and right cases 5a and 5b are joined by a plurality of joining bolts 7, and an electric motor M is attached to the right side of the right case 5a. It is attached with bolts 8.

  FIG. 4 is a view of the shift lever 100 provided in the driver's seat (not shown) of the vehicle as viewed obliquely from above. As shown in this figure, the escutcheon 102 provided at the base of the shift lever 100 has four shift position marks “P (parking)”, “R (reverse)”, “N (neutral)”, “D ( Forward) ”is written in this order from front to back, and the shift lever 100 can be positioned at any of the four positions corresponding to these four shift position marks. Note that a detent mechanism (not shown) is provided at the base of the shift lever 100 so that the shift lever 100 can be positioned only in any one of these four positions.

  As shown in FIG. 2, a parking gear 26 is fixed to the right of the counter gear 22 on the counter shaft 20 (see also FIG. 3B). The parking gear 26 is a gear used to lock the countershaft 20 with respect to the transmission case 5 when the shift lever 100 is shifted to the “P” position. A number of teeth for meshing 72 are provided.

  FIG. 5 is a perspective view in which the members required for locking the countershaft 20 are drawn with the parking gear 26 as the center, and the left side in FIG. 5 corresponds to the left side in FIG. As shown in the figure, a parking shaft 70 is provided at a position extending in parallel with the countershaft 20 to which the parking gear 26 is fixed. A parking lock pole 72 is fixed. A protrusion 72a (see FIGS. 3B and 6) is provided at the end of the parking lock pole 72 so as to face the outer peripheral teeth of the parking gear 26. The parking gear 26 (that is, the counter shaft 20) is locked with respect to the transmission case 5 when meshed with the outer peripheral teeth.

  Here, the parking lock pole 72 (that is, the parking shaft 70) is moved in the direction of the arrow A shown in FIG. 5 (the direction away from the parking gear 26) by the coiled return spring 74 provided on the parking shaft 70. As will be described later, as long as the shift lever 100 is shifted to the “P” position and the parking lock pawl 72 is not pressed against the parking gear 26, the protrusion 72a of the parking lock pawl 72 will be described later. Is not meshed with the outer peripheral teeth of the parking gear 26. Accordingly, the projection 72a is engaged with the outer peripheral teeth of the parking gear 26 only when the parking shaft 70 rotates (swings) about the axis in the direction of arrow B shown in FIG. 5 against the urging force of the return spring 74. Can be matched.

  A control shaft 80 is provided at a position extending in parallel with the parking shaft 70 so as to be rotatable (oscillated) around the axis. A control lever 90 and a parking lever 82 extending in the off-axis direction are provided on the control shaft 80, and the control lever 90 is controlled by a control lever mounting bolt 86 (see FIGS. 1 and 7B). It is fixed on the control shaft 80. On the other hand, the parking lever 82 is rotatably mounted on the control shaft 80 at the base end side of the arm portion 82a having a U-shaped cross section, and a cylindrical roller portion is provided on the other end side of the arm portion 82a. 82b is rotatably attached.

  The parking lever 82 is restricted in rotational movement (oscillation) in the direction of arrow C shown in FIG. 5 by a stopper (not shown) provided on the control shaft 80, and has a coil shape provided on the control shaft 80. The return spring 84 is always urged in the direction of the arrow C, and when the control shaft 80 rotates around the axis, it rotates integrally therewith. However, when the control shaft 80 rotates in the direction of arrow C, a large resistance force in the direction of arrow D shown in FIG. 5 (that is, movement of the parking lever 82 in the direction of arrow C is hindered). When the force) is applied, only the control shaft 80 rotates in the direction of arrow C, and the parking lever 82 cannot follow this and remains in a “waiting” state while being biased in the direction of arrow C by the return spring 84. . Such a resistance force acts when the parking lock pawl 72 is pressed against the parking gear 26, and the protrusion 72a of the parking lock pawl 72 cannot mesh with the outer peripheral teeth of the parking gear 26. This is the case when riding up (described later).

  The base end portion of the control lever 90 is mounted on the control shaft 80 as described above, and extends in the off-axis direction of the control shaft 80 (direction perpendicular to the axis of the control shaft 80) as a whole. A pin holding portion 91 is formed. The pin holding portion has two pin holding pieces 91a and 91b which are formed in a U-shaped cross section and are opposed to each other (see also FIG. 7). Each of these two pin holding pieces 91a and 91b has a wire attachment pin. Insertion holes 92a and 92b are provided coaxially (see FIG. 7A). A wire mounting pin 93 is inserted into the pin holding portion 91 (pin holding pieces 91a and 91b) of the control lever 90 so as to penetrate both the wire mounting pin insertion holes 92a and 92b. One end of the control wire 104 is connected to the. The other end of the control wire 104 is connected to the shift lever 100, and when the shift lever 100 is tilted forward (see FIG. 4), tension is applied to the control wire 104 and control is performed via the control lever 90. The shaft 80 is rotationally moved (oscillated) in the direction of arrow C shown in FIG. Further, the control shaft 80 is always urged in the direction of arrow D shown in FIG. 5 by a spring (not shown), and when the control shaft 80 is tilted backward (see FIG. 4), its operating force As a result, it is rotated in the direction of arrow D with the biasing force of the spring.

  When the shift lever 100 is tilted forward as described above, the control shaft 80 rotates (swings) in the direction of arrow C by the operating force, and when the shift lever 100 is tilted backward (see FIG. 4), Since it is rotated (oscillated) in the direction of arrow D by the force, when the shift lever 100 is positioned at any one of the four positions “P”, “R”, “N”, “D”, the control shaft 80 takes a predetermined rotation posture corresponding to the position.

  Here, when the shift lever 100 is shifted from the position other than the “P” position to the “P” position, the control shaft 80 rotates in the direction of the arrow C, and the roller portion 82 b of the parking lever 82 moves to the parking lock pole 72. The parking lock pole 72 is pressed in the direction of arrow B (the parking gear 26 side) while rolling and moving on the cam surface 72b to the right in FIG. As a result, the parking lock pawl 72 (and the parking shaft 70) rotate in the direction of the arrow B against the urging force of the return spring 74, and the protrusion 72a provided on the parking lock pawl 72 is connected to the outer peripheral teeth of the parking gear 26. (See FIG. 6A). As a result, the countershaft 20 is locked with respect to the transmission case 5, and driving wheels (not shown) connected to the left and right axle shafts 42, 42 are fixed.

  At this time, when the protrusion 72a of the parking lock pole 72 cannot engage with the outer peripheral teeth of the parking gear 26 and rides on the outer peripheral teeth, the parking lever 82 is urged by the parking lock pole 72 in the direction of arrow D. Thus, the return spring 84 is twisted to enter a “waiting” state. Thereafter, when the drive wheel slightly moves and the counter shaft 20 rotates, the parking lever 82 rotates and moves in the direction of arrow C by the urging force of the return spring 84 and presses the parking lock pole 72 in the direction of arrow B. Therefore, the protrusion 72 a of the parking lock pole 72 meshes with the outer peripheral teeth of the parking gear 26.

  On the other hand, when the shift lever 100 is shifted from the “P” position to a position other than “P”, the control shaft 80 rotates in the direction of the arrow D, and the parking lever 82 is the above-described stopper provided on the control shaft 80. , And is rotated and moved (oscillated) in the direction of arrow D together with the control shaft 80. At this time, the roller portion 82 b of the parking lever 82 rolls on the cam surface 72 b of the parking lock pole 72 to the left in FIG. 6, and the parking lock pole 72 moves in the direction of arrow A by the urging force of the return spring 74. Is allowed. As a result, the protrusion 72a of the parking lock pole 72 is detached from the outer peripheral teeth of the parking gear 26 (see FIG. 6B), and the countershaft 20 is fixed to the transmission case 5 (that is, the drive connected to the left and right axle shafts 42, 42). The ring is fixed.

  Next, a power transmission path and a transmission system in the transmission 1 will be described. When the electric motor M receives power supply from the battery B and rotates the output shaft S, the rotational power is transmitted to the main shaft 10 of the transmission 1 coupled to the output shaft S, and the main gear 12 and the counter gear 22 are moved. The countershaft 20 rotates. This also causes the differential case 30 to rotate via the final drive gear 24 and the final driven gear 32, and finally the left and right drive wheels connected to the left and right axle shafts 42, 42 rotate.

  The speed change in the transmission 1 is performed by changing the rotation speed of the electric motor M. The electric motor M is electrically connected to a control unit 60 (see FIG. 2) provided at a predetermined position in the vehicle body. The control unit 60 is input from a throttle opening sensor 61, a vehicle speed sensor 62, a position sensor switch 63, and the like. Necessary determination is made based on the received signal, and control is performed to rotate the output shaft S of the electric motor M so as to obtain an optimum output for the traveling state of the vehicle. Here, the throttle opening sensor 61 is a sensor that detects a throttle opening (opening of a throttle valve (not shown)) caused by depression of an accelerator pedal (not shown) provided in the driver's seat of the vehicle. Is a sensor that detects the traveling speed of the vehicle from the rotational speed of the countershaft 20. The position sensor switch 63 is a sensor for detecting the current position where the shift lever 100 provided in the driver's seat is shifted. The four shift positions “P”, “R”, “N”, “D” Is output to the control unit 60.

  When the shift lever 100 is shifted to the “D” position, the position sensor switch 63 detects this and outputs a signal corresponding to the “D” position to the control unit 60. The control unit 60 that has received this signal has a predetermined shift characteristic (stored in the control unit 60) based on the throttle opening detected by the throttle opening sensor 61 and the vehicle running speed detected by the vehicle speed sensor 62. An optimal driving force is calculated based on the drawing, and the electric motor M is controlled so that such a driving force is output. At this time, the rotation direction of the output shaft S of the electric motor M is a forward direction in which the vehicle travels forward.

  Further, when the shift lever 100 is shifted to the “R” position, the position sensor switch 63 detects this and outputs a signal corresponding to the “R” position to the control unit 60. Receiving this signal, the control unit 60 rotates the output shaft S of the electric motor M in the reverse direction. The driving force at this time is when the shift lever 100 is shifted to the “D” position and the vehicle is traveling forward. Unlike the above, a certain predetermined value is set. This is because the vehicle speed during reverse travel is generally small and the amount of depression of the accelerator pedal is small, so that it is sufficient to set a constant driving force as necessary at the start of travel.

  Further, when the shift lever 100 is shifted to the “N” position, the position sensor switch 63 detects this and outputs a signal corresponding to the “N” position to the control unit 60. Receiving this signal, the control unit 60 controls the electric motor M to be stopped. As a result, the output shaft S of the electric motor M does not apply power to the main shaft 10 and can be freely rotated by an external force.

  In the state where the shift lever 100 is shifted to the “P” position, the position sensor switch 63 detects this and outputs a signal corresponding to the “P” position to the control unit 60. Upon receiving this signal, the control unit 60 controls the electric motor M to be stopped as in the case where the shift lever 100 is shifted to the “N” position. On the other hand, as described above, the control wire 104 is controlled. Since the control shaft 80 is rotated in the direction of arrow C shown in FIG. 5, the parking lock pole 72 is pressed against the parking gear 26 via the parking lever 82, and the projection 72 a is the outer peripheral tooth of the parking gear 26. Is engaged.

  Next, the wire attachment pin drop-off preventing structure for the control shaft 80 applied to the transmission 1 will be described. As shown in FIG. 1, in the present transmission 1, the control shaft 80 has a right end portion and a central portion held by a left case 5b so as to be swingable about an axis, and a left end portion of the control shaft 80 is a left case 5b. It protrudes and extends outward (to the left). Further, the control lever 90 is located at the above-mentioned portion of the control shaft 80 protruding outside the left case 5b, and the control wire 104 connected to the control lever 90 via the wire attachment pin 93 is placed on the paper surface of FIG. It extends in the vertical direction.

  As shown in FIGS. 3A and 1, the outer surface side of the left case 5b (the front side in FIG. 3A) covers the portion of the control shaft 80 that protrudes outside the left case 5b. A control lever cover 110 is attached. The control lever cover 110 jumps various members (the control lever 90, a bearing 126, which will be described later, a position sensor switch 63, etc.) attached to a portion of the control shaft 80 that protrudes outside the left case 5b while the vehicle is running. Provided to protect against incoming pebbles. As shown in FIGS. 3A and 1, the control lever cover 110 is detachably attached to the left case 5b by a plurality of cover attaching bolts 112.

  As described above, the wire attaching pin 93 for connecting the control lever 90 and the control wire 104 is inserted into the pin holding portion 91 (pin holding pieces 91a, 91b) formed at the tip of the control lever 90. The holes 92a and 92b are attached so as to penetrate both. These two wire attachment pin insertion holes 92a and 92b have the same inner diameter and are arranged coaxially in the axial direction of the control shaft 80. Therefore, the wire attachment pin 93 is a pin holding portion of the control lever 90. In the state of being attached to 91, the control shaft 80 extends in the axial direction (see FIG. 1).

  As shown in FIG. 7, the wire attachment pin 93 is provided with a plate-like stopper portion 93a having an outer diameter (dimension) larger than the inner diameter of the wire attachment pin insertion holes 92a and 92b on one end side. On the end side, a snap pin insertion hole 93b (see FIG. 7A) is formed in a direction orthogonal to the direction in which the wire mounting pin 93 extends. The wire attachment pin 93 is inserted into the wire attachment pin insertion holes 92a and 92b along the axial direction of the control shaft 80 from the left case 5b side (the right side in FIG. 1) of the control lever 90, and the stopper portion 93a is inserted. A pin holding piece 91b (the right side pin holding piece in FIG. 1) constituting the pin holding portion 91 of the control lever 90 is brought into contact with the ring-shaped metal fitting 104a provided at the end of the control wire 104. To be inserted. When the stopper portion 93a is in contact with the one pin holding piece 91b in this way, the tip end portion (the end portion protruding in the insertion direction) of the wire attachment pin 93 is the other pin holding piece 91a (see FIG. 1 and protrudes to the outside of the left pin holding piece 1).

  A clip 94 made of a thin sheet metal and having a U-shaped cross section is attached to the pin holding portion 91 in a state where the wire attachment pin 93 is inserted into the wire attachment pin insertion holes 92a and 92b. The clip 94 includes two opposing side piece portions 95 and 96 and a connecting portion 97 that connects them, and the wire attachment pin 93 is inserted into the wire attachment pin insertion holes 92a and 92b. Then, the wire attaching pin 93 is controlled by elastically holding the stopper portion 93a of the wire attaching pin 93 and the pin holding portion 91 (pin holding piece 91a) of the control lever 90 by the two side piece portions 95 and 96. It is a member that prevents the lever 90 from falling off the pin holding portion 91. The clip 94 is attached to the pin holding portion 91 of the control lever 90 with both side piece portions 95 and 96 expanded, and the one side piece portion 95 of the clip 94 has a circular hole 95a (see FIG. 7A). When the clip 94 is attached to the control lever 90, the tip end portion of the wire attachment pin 93 extending outside from the pin holding piece 91a is inserted into the circular hole 95a.

  As can be seen from FIG. 8, the center of the side piece 96 on the side contacting the stopper 93a (the side piece located on the lower side in FIG. 8) faces inward (upward on the page in FIG. 8). Therefore, a sufficient elastic force (restoring force) is exerted in the extending direction of the wire mounting pin 93 (the vertical direction of the paper surface in FIG. 8), and an appropriate clamping force (the wire mounting pin 93 This is a configuration in which a clamping force between the stopper portion 93a and the pin holding portion 91 of the control lever 90 is obtained. The side piece 96 on the side of the clip 94 that comes into contact with the stopper 93a is curved as described above. However, since the elongated hole 96a is provided at the center, the side piece 96 is in contact with the surface of the stopper 93a. A moderate contact area can be maintained between them. In addition, since both end portions of the connecting portion 97 connected to the both side piece portions 95 and 96 are formed in a shape having a large curvature radius, stress concentration does not occur in these portions even when the both side piece portions 95 and 96 are expanded. There is no possibility that the clamping force is weakened due to plastic deformation. In particular, since a large curvature shape portion is disposed between the side piece portion 96 on the side of the wire attachment pin 93 that contacts the stopper portion 93a and the connecting portion 97 (see FIG. 8), the control lever 90 of the clip 94 is provided. Assembly is easy, and the pressing force for pressing the wire mounting pin 93 toward the pin holding portion 91 can be made relatively large.

  Further, one side piece portion 95 of the clip 94 is provided with a plurality of claw portions 95b bent and extended inward. When the clip 94 is attached to the control lever 90, these claw portions 95b are provided. Is locked to the pin holding piece 91 a of the control lever 90. Further, it can be easily attached by hooking the claw portion 95b to the side portion of the pin holding portion 91. These claw portions 95b can be locked to the pin holding piece 91a of the control lever 90, but have a shape that cannot be locked to the stopper portion 93a of the wire mounting pin 93 inserted into the pin holding portion 91. Therefore, the clip 94 cannot be attached to the control lever 90 in a state where the left and right in FIG. 1 (up and down in FIG. 7) are reversed, and erroneous attachment (incorrect attachment) to the control lever 90 is prevented. It is like that.

  The tip of the wire mounting pin 93 inserted into the pin holding portion 91 and further clamped by the clip 94 (the end opposite to the stopper portion 93a side, the end on the left side in FIG. 1) is The snap pin insertion hole 93b is also positioned outside the clip 94 by projecting and extending to the outside of the clip 94. The snap pin insertion hole 93b is a snap formed by bending a wire-like member. A pin 98 is inserted. When the snap pin 98 is pushed in while inserting the straight shape portion 98a (see FIG. 7A) into the snap pin insertion hole 93b, the spring portion 98b is pushed and spread by the outer peripheral portion of the wire attachment pin 93. Since the bent portion 98c fits the shape of the outer periphery of the wire attachment pin 93, it can be securely fixed to the wire attachment pin 93 (see FIGS. 7B and 8).

  When the snap pin 98 is thus inserted into the wire attachment pin 93, the wire attachment pin 93 cannot be removed from the control lever 90. However, the snap pin 98 is not sufficiently inserted into the wire attachment pin 93. Even when the snap pin 98 is detached from the wire attachment pin 93 for some reason, the stopper portion 93a of the wire attachment pin 93 and the pin holding portion 91 of the control lever 90 are clamped by the clip 94. Therefore, the wire attachment pin 93 does not fall off from the control lever 90. When it is necessary to remove the control wire 104 from the control lever 90, for example, during maintenance, the grip portion 98d (see FIG. 7A) of the snap pin 98 is grasped and pulled out from the control lever 90, and then the clip 94 is removed. The both side pieces 95 and 96 are pushed and spread out and removed from the control lever 90, and the wire attachment pin 93 is pulled out from the pin holding portion 91 of the control lever 90.

  As shown in FIG. 1, a bearing / sensor support protrusion 120 formed in the axial direction of the control shaft 80 is formed in a space 116 surrounded by the left case 5 b and the control lever cover 110. Is provided. A bearing / sensor support member 122 fixed by a fixing bolt 124 is provided at the tip of the bearing / sensor support protrusion 120, and the bearing / sensor support member 122 is provided outside the left side case 5 b of the control shaft 80. A bearing 126 is attached to hold the tip of the protruding portion so as to be swingable about the axis. The above-mentioned position sensor switch 63 is attached to the bearing / sensor support member 122 so that the current shift position of the shift lever 100 can be detected from the rotation (swing) position of the control shaft 80. Yes.

  The above-mentioned components provided on the outer side of the left case 5 b are attached by first attaching the control lever 90 with the control wire 104 attached thereto to the control shaft 80 by the control lever attaching bolt 86. When the control lever 90 is attached to the control shaft 80, the bearing / sensor support member 122 to which the bearing 126 and the position sensor switch 63 are attached is attached to the bearing / sensor support protrusion 120 by the fixing bolt 124. At this time, the end portion of the control shaft 80 is supported by the bearing 126. Finally, the control lever cover 110 is fixed to the left case 5b by the cover mounting bolt 112.

  As described above, in the structure for preventing the wire attachment pin from falling off of the control shaft 90 provided in the transmission 1, the wire attachment pin 93 attached to the control lever 90 and connecting the control wire 104 and the control lever 90 is formed by the clip 94. It is elastically clamped together with the control lever 90, thereby preventing the wire attachment pin 93 from falling off from the control lever 90. For this reason, it is possible to prevent the wire attachment pin 93 from coming off from the control lever 90 without depending on a cover member (a member corresponding to the control lever cover 110 described above) that is separately attached as in the prior art. Thus, even when the cover member (control lever cover 110) cannot be provided at a position where the wire attachment pin 93 can be prevented from falling off, the wire attachment pin 93 can be prevented from falling off from the control lever 90. Is possible. Further, since the clip 94 is directly attached to the control lever 90 to prevent the wire mounting pin 93 from dropping off, when the wire mounting pin is about to drop off, the clip 94 comes into contact with the cover member to prevent the dropping. Thus, the reliability for preventing the control wire 104 from dropping can be improved as compared with the conventional configuration. Furthermore, the clip 94 is inexpensive because it is obtained by bending a plate-like member, and is easy to attach and detach to the control lever 90, so that it is excellent in productivity and maintainability.

  Further, since the clip 94 has a claw portion 95b that is locked to the pin holding portion 91 in a state where the stopper portion 93a of the wire attachment pin 93 and the pin holding portion 91 of the control lever 90 are sandwiched. Thus, it is possible to prevent the clip 94 from being easily detached from the state in which it is attached to the control lever 90, or to be rotated unnecessarily. Further, by providing these claw portions 95b, it is possible to prevent erroneous attachment to the control lever 90 as described above. Furthermore, since the snap pin 98 is inserted into the portion of the wire attachment pin 93 that protrudes and extends outside the pin holding portion 91, the wire attachment pin 93 is more effectively prevented from falling off from the control lever 90. It is possible.

  The preferred embodiments of the present invention have been described so far, but the scope of the present invention is not limited to those shown in the above-described embodiments. For example, in the above-described embodiment, the shape of the clip 98 is not necessarily limited to that shown in the above-described embodiment, and the wire attachment pin 93 is inserted into the pin holding portion 91 of the control lever 90 and the wire As long as the stopper portion 93a of the mounting pin 93 and the pin holding portion 91 can be elastically sandwiched, they may have other shapes.

  Further, in the above-described embodiment, the structure for preventing the wire attachment pin from falling off the control shaft according to the present invention is applied to the parking mechanism of the automatic transmission for a vehicle. The present invention may be applied to other wire control type shaft members. Furthermore, the application object of the present invention is not limited to the automatic transmission for vehicles, but can be applied to a wire control type shaft member in other mechanical devices and the like.

It is a figure which shows the vicinity of the wire attachment pin in the automatic transmission for vehicles to which the wire attachment pin fall-off prevention structure which concerns on one Embodiment of this invention is applied, and is the part seen from arrow I-I in FIG. 3 (A) It is sectional drawing. It is a skeleton figure which shows the structure of the said automatic transmission for vehicles. (A) is the side view which looked at the said automatic transmission for vehicles from the left, (B) is the side view which looked at the transmission of the state which removed the left side case from the left. It is the perspective view which looked at the shift lever provided in the driver's seat of the vehicle from diagonally upward. It is the perspective view which took out and drawn the member required for the lock of a counter shaft centering on a parking gear. It is a figure for demonstrating the lock | rock and unlocking operation | movement of a countershaft in the parking mechanism with which the said automatic transmission for vehicles was equipped, (A) meshes | engaged with the protrusion of the parking lock pole and the outer peripheral tooth of a parking gear. (B) shows a state in which the protrusion of the parking lock pole is detached from the outer peripheral teeth of the parking gear. It is a figure explaining the connection state of the control wire and control lever by a wire attachment pin, a clip, and a snap pin, (A) is a disassembled perspective view, (B) is a perspective view of an assembly completion state. It is a figure which shows the connection part of the control lever and control wire seen from arrow VIII in FIG.7 (B).

Explanation of symbols

1 Automatic transmission for vehicle 80 Control shaft 90 Control lever (lever member)
91 Pin holding part 91a, 91b Pin holding piece 92a, 92b Wire attachment pin insertion hole 93 Wire attachment pin 93a Stopper part 93b Snap pin insertion hole 94 Clip (clamping member)
95b Claw 98 Snap pin (pin member)
100 Shift lever 104 Control wire (wire)

Claims (3)

A control shaft held swingably around the axis;
A lever member having a base end portion mounted on the control shaft and extending in an off-axis direction of the control shaft, and a pin holding portion formed at a tip portion;
A wire attachment pin inserted and attached to the pin holding portion of the lever member, and a stopper portion provided on one end side abutting the pin holding portion;
A wire that is connected to the wire mounting pin inserted into the pin holding portion of the lever member and swings and moves the control shaft about an axis via the lever member when tension is applied;
A pinching member that elastically pinches the stopper portion of the wire mounting pin and the pin holding portion of the lever member in a state where the wire mounting pin is inserted into the pin holding portion ;
The control shaft, wherein the clamping member has a claw portion that is locked to the pin holding portion in a state where the stopper portion of the wire mounting pin and the pin holding portion of the lever member are clamped. Wire attachment pin fall-off prevention structure. The other end side of the wire attachment pin inserted into the pin holding portion of the lever member protrudes to the outside of the pin holding portion, and the wire attachment pin extends to the protruding and extended portion. 2. The structure of claim 1, wherein a pin member extending in a direction orthogonal to the direction is inserted . A shaft holder for holding the control shaft so as to be swingable about an axis is a transmission case of a vehicle automatic transmission, and the control shaft has a parking pole and an outer peripheral tooth of a parking gear provided in the vehicle automatic transmission. 3. The control shaft wire attachment pin drop-off preventing structure according to claim 1 , wherein the control shaft is a shaft for swinging a parking lever to be engaged with the control shaft.

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