JP6090356B2 - Transmission operating mechanism of transmission - Google Patents

Description

  The present invention relates to a speed change operation mechanism of a transmission mounted on a vehicle, and belongs to the field of vehicle power transmission technology.

  In general, a manual transmission for an automobile includes an engine-side shaft connected to an engine output shaft via a clutch, and a drive wheel arranged in parallel to the shaft and connected to a drive wheel via a differential. Side shaft. Between these shafts, a plurality of forward gear trains and usually one reverse gear train are provided. Then, one gear train is brought into a power transmission state via the speed change operation mechanism by the driver's operation of the change lever.

  A control rod may be provided in the shift operation mechanism of this type of manual transmission. In this case, the control rod moves in the axial direction and rotates in conjunction with the selection operation and shift operation of the change lever. Any one of the gear trains is in a power transmission state.

  Patent Document 1 discloses a speed change operation mechanism including a single control rod that extends vertically through a transmission case of a manual transmission. In this type of shift operation mechanism, a transmission outer case includes a select outer lever to which a select cable for transmitting a change operation of a change lever is connected, and a shift outer lever to which a shift cable for transmitting a shift operation of the change lever is connected. It may be arranged above.

  In this case, the select outer lever is swingably supported by a support shaft extending in the horizontal direction, connected to the change lever via the select cable on one end side, and engaged with the control rod on the other end side. The shift outer lever is fixed to the upper end of the control rod, and is connected to the change lever via a shift cable. When the change lever is selected, the control rod is moved up and down in the axial direction by the select outer lever that swings around the support shaft in conjunction with this, and when the change lever is operated in shift, the change lever is linked. As a result, the control rod rotates around its axis along with the shift outer lever.

  By the way, in the configuration in which the shift operation force of the change lever is transmitted to the control rod through the shift cable as in the transmission operation mechanism of Patent Document 1, the shift operation force is transmitted without interposing the cable. , Shift feeling tends to get worse.

  Therefore, the shift operation mechanism of Patent Document 1 is provided with a counterweight for improving the shift feeling. The counterweight includes a fitting support portion supported on the transmission case in a state of being fitted to the control rod so as to be rotatable and relatively movable in the axial direction near the lower side of the shift outer lever, and the fitting A pair of arm portions extending radially outward from the support portion and a weight portion provided at the tip of each arm portion are provided. Further, an engagement pin protruding upward from one arm portion is fixed to the counterweight, and the engagement pin is disposed so as to extend in parallel with the control rod, and is provided on the shift outer lever. It is inserted through the through hole.

  In the shift operation mechanism of Patent Document 1 configured as described above, when the control rod moves in the vertical direction in conjunction with the select operation, the shift outer lever also moves in the vertical direction together with the control rod. At this time, since the through hole of the shift outer lever moves along the engaging pin, the counterweight does not move up and down together with the control rod and the shift outer lever. For this reason, the weight of the counterweight is not applied during the selection operation for moving the control rod up and down, so that the deterioration of the selection feeling due to the provision of the counterweight is prevented.

  When the control rod rotates together with the shift outer lever around its axis in conjunction with the shift operation, the engagement pin is pushed and moved in the circumferential direction by the shift outer lever. Rotates around the axis of the control rod. By performing the shift-in using the inertia of the counterweight generated thereby, the shift operation force is reduced and a smooth shift-in is realized, and the shift feeling is improved.

JP 2012-067885 A

  However, when a counterweight is disposed in the vicinity of the select outer lever and the shift outer lever as in the speed change operation mechanism of Patent Document 1, the counterweight that rotates at the time of the shift is the select outer lever, the shift outer lever, the select cable, and the shift It is necessary to avoid interference with the cable. In addition to this, a number of other components such as a mounting member for supporting the transmission on a vehicle body such as a side frame, an harness related to an engine, a pipe, and a harness related to various sensors are disposed on the transmission case. Therefore, interference between these peripheral parts and the counterweight must be avoided. Due to such severe restrictions, there is a problem that the degree of freedom in the layout of the counterweight is lowered.

  Furthermore, by shortening the arm portion of the counterweight, interference with peripheral parts may be avoided. In this case, in order to obtain a required moment of inertia, the shortened portion of the counterweight turning radius is canceled. Thus, it is necessary to increase the weight of the counterweight, which is contrary to the demand for fuel efficiency improvement by reducing the weight of the vehicle-mounted parts.

  Therefore, the present invention includes a counterweight that improves the shift feeling by rotating in conjunction with the shift operation of the change lever via the shift cable. In a transmission operation mechanism of a transmission, it is an object to improve the freedom of layout and shape of a counterweight and to suppress an increase in the weight of the counterweight.

  In order to solve the above-described problems, the transmission operating mechanism of the transmission according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
A first lever connected to the change lever via a select cable, a second lever connected to the change lever via a shift cable, and an axial movement in conjunction with the select operation of the change lever A shift operation mechanism for a transmission comprising a control rod that rotates in conjunction with a shift operation and a counterweight that rotates in conjunction with the rotation of the control rod during a shift operation,
A transmission case that houses the transmission mechanism and a differential device that is located on the rear side of the vehicle body in a vehicle-mounted state with respect to the transmission mechanism;
The counter weight is attached to the control rod so that the counter weight is rotated in conjunction with the rotation of the control rod, and the control rod is allowed to move relative to the counter weight in the axial direction. An engagement mechanism for engaging,
The control rod is provided through an upper surface portion and a lower surface portion of the transmission case in a vehicle body mounted state,
The first lever portion and the second lever portion are disposed outside the upper surface portion ,
The counterweight and the engagement mechanism are disposed outside the lower surface portion ,
The counterweight and the engagement mechanism are housed in a housing chamber formed by a peripheral wall projecting outward from the lower surface portion of the transmission case and a lid member that closes a front end opening of the peripheral wall. ,
The lower surface portion is formed such that a portion for accommodating the differential device is located on a vehicle body lower side in a vehicle body mounted state as compared with a portion for accommodating the transmission mechanism.
In a space formed on a lower side of the vehicle body in a vehicle body mounted state than a portion housing the transmission mechanism in the lower surface portion and in a portion positioned on the front side of the vehicle body in a vehicle body mounted state than the differential device, The accommodation chamber is provided .

According to a second aspect of the present invention, there is provided a transmission operation mechanism for a transmission according to the second aspect of the present invention.
The transmission case includes an end face located on one end side in the vehicle body width direction in the vehicle body mounted state,
The vehicle body longitudinal dimension in the vehicle body mounted state in the transmission case is gradually enlarged toward the end surface side in the vehicle body width direction in the vehicle body mounted state,
The pivot shaft of the counterweight is arranged on the end face side of the center portion of the transmission case in the vehicle body width direction in the vehicle body mounted state,
The counterweight is arranged to extend from the pivot shaft in a direction toward the rear side of the vehicle body when mounted on the vehicle body .

  According to the first aspect of the present invention, the first and second lever portions connected to the select cable and the shift cable are disposed on one end side of the control rod, and the counter weight is disposed on the other end side of the control rod. By disposing the counterweight, it is possible to easily avoid the counterweight rotating during the shift operation from interfering with the first and second lever portions, the select cable, and the shift cable. Further, when various components such as a mount member, a harness, and a pipe are disposed around the first and second lever portions, interference between these peripheral components and the counterweight can be easily avoided.

  Therefore, it is possible to improve the flexibility of the layout and shape of the counterweight. In addition, it is possible to suppress the shortening of the arm portion of the counterweight in order to avoid interference with peripheral parts, so that the shortening of the turning radius is canceled to obtain a required moment of inertia when the counterweight is turned. Thus, an increase in the weight of the counterweight can be suppressed. Thereby, weight reduction of a counterweight can be achieved, and it can contribute to the improvement of the fuel consumption performance of a vehicle.

According to the first aspect of the present invention, the relative movement in the axial direction of the control rod with respect to the counter weight is allowed by the engagement mechanism that engages the counter weight with the control rod. The movement of the counterweight in the axial direction is suppressed, thereby improving the selectability. Like the counterweight, this engagement mechanism is arranged on the opposite side of the control rod from the first and second lever parts, so it is easy to avoid interference between the engagement mechanism and peripheral parts. The layout and structure of the mechanism are improved.

Further, according to the first aspect of the present invention, since the counterweight and the engagement mechanism are accommodated in the accommodation chamber, foreign matter such as muddy water and dust can be prevented from being caught in the gap of the engagement mechanism. In addition, it is possible to suppress the operation of the control rod and the counter weight from being hindered due to clogging or freezing of foreign matters, thereby suppressing the deterioration of the select operability and the shift operability.
According to the first and second aspects of the present invention, a sufficient space for rotating the counterweight in conjunction with the shift operation is ensured in the accommodation chamber. Therefore, even if the counterweight is sufficiently long, the counterweight can be stored in the storage chamber. Therefore, it is possible to reduce the weight of the counterweight while ensuring the required moment of inertia.

It is sectional drawing which looked at the speed change operation mechanism of the transmission which concerns on 1st Embodiment of this invention from the vehicle body width direction anti-engine side. It is a bottom view of the transmission shown in FIG. It is sectional drawing similar to FIG. 1 which shows the speed change operation mechanism of the transmission which concerns on 2nd Embodiment.

  Hereinafter, embodiments of the present invention will be described.

[First Embodiment]
FIG. 1 is a cross-sectional view of a manual transmission 1 having a speed change operation mechanism 30 according to the first embodiment as viewed from the side opposite to the vehicle body width direction, and FIG. 2 is a bottom view of the manual transmission 1. .

[Configuration of manual transmission]
As shown in FIGS. 1 and 2, the manual transmission 1 is a horizontal type mounted on, for example, a front-wheel drive vehicle, and a clutch is disposed on one side of the manual transmission 1 in the vehicle body width direction. An engine (not shown) as a vehicle power source is disposed with 18 therebetween.

  The manual transmission 1 includes a transmission mechanism 2 that can be connected to an engine crankshaft (not shown) via a clutch 18, and a transmission case 20 that houses the transmission mechanism 2.

  The end face on the engine side of the transmission case 20 is coupled with the end face on the side opposite to the engine of the clutch housing 19, and the differential device 10 is accommodated in the rear part of the vehicle body of the transmission case 20 and the clutch housing 19. Has been.

  As shown in FIG. 1, the speed change mechanism 2 includes a primary shaft 3, a secondary shaft 4, and a reverse shaft 5 that extend in the vehicle body width direction. The primary shaft 3 is connected to the crankshaft of the engine via the clutch 18, and the secondary shaft 4 is connected to drive wheels (not shown) via the differential device 10. The reverse shaft 5 is provided to form a reverse gear train described later.

  The primary shaft 3, the secondary shaft 4 and the reverse shaft 5 are disposed on the front side of the vehicle body and higher than the drive shaft 12 connected to the drive wheels. The secondary shaft 4 is disposed at a lower position on the rear side of the vehicle body than the primary shaft 3, and the reverse shaft 5 is disposed at a lower position on the front side of the vehicle body than the primary shaft 3. Yes.

  Between the primary shaft 3 and the secondary shaft 4, a plurality of forward gear stages and one reverse gear train are provided. By operating a driver's change lever (not shown), One gear train is brought into a power transmission state via the speed change operation mechanism 30.

  Each gear train for the forward shift stage includes a drive gear 6 provided on the primary shaft 3 and a driven gear 7 provided on the secondary shaft 4, and the drive gear 6 and the driven gear 7 are always meshed. One of these gears 6 and 7 is a fixed gear fixed to the shafts 3 and 4, and the other is an idle gear that is loosely fitted to the shafts 3 and 4. By being fixed to the shafts 3 and 4 by a synchronizer (not shown), the forward gear stage is in a power transmission state.

  The reverse gear train includes a primary gear 8 a fixed to the primary shaft 3, a secondary gear 8 b fixed to the secondary shaft 4, and a reverse idle gear 8 c slidably provided on the reverse shaft 5. . The primary gear 8a and the secondary gear 8b do not mesh directly, but can mesh indirectly via the reverse idle gear 8c.

  The reverse idle gear 8c is arranged so as to be shifted in the axial direction from the primary gear 8a and the secondary gear 8b in the forward shift stage state and the neutral state. The idle gear 8c slides and meshes with the primary gear 8a and the secondary gear 8b. Thus, the primary gear 8a and the secondary gear 8b mesh with each other via the reverse idle gear 8c, so that the reverse gear train is in a power transmission state.

  An output gear 9 of the speed change mechanism 2 is fixed on the secondary shaft 4, and the output gear 9 is always meshed with the diff ring gear 11 of the differential device 10. The differential ring gear 11 has a larger diameter than the output gear 9, whereby the output of the speed change mechanism 2 is decelerated between the output gear 9 and the differential ring gear 11 and transmitted to the differential device 10. Power is transmitted from the moving device 10 to the left and right drive shafts 12 so as to have a rotational difference corresponding to the traveling state.

  The differential gear 11 is disposed so as to protrude below the lower surface portion 23 of the transmission case 20 that houses the transmission mechanism 2, and the transmission case 20 includes the lower surface portion 23 of the portion that houses the transmission mechanism 2. The lower surface portion 26 of the portion that accommodates the differential device 10 is configured to be disposed lower than the lower portion.

  Due to the shape of the transmission case 20, a space is formed below the lower surface portion 23 of the portion of the transmission case 20 that houses the transmission mechanism 2 and on the vehicle body front side of the differential device 10. Then, in this space, a storage chamber 90 for storing a counterweight 70 and an engagement mechanism 80 (described later) in the speed change operation mechanism 30 is provided.

  The transmission case 20 is provided with a peripheral wall 25 projecting downward from the lower surface portion 23, and a space surrounded by the peripheral wall 25 serves as a storage chamber 90. The lower end of the peripheral wall 25 is disposed at substantially the same height as the lower end of the lower surface portion 26 of the portion that houses the differential device 10. A lid member 27 that closes the storage chamber 90 from below is fixed to the lower end surface of the peripheral wall 25 by, for example, a bolt. The lid member 27 is provided with a communication hole 29 for allowing the storage chamber 90 to communicate with the external space, thereby reducing pressure fluctuations in the storage chamber 90 and intruding from water generated by condensation or from the outside. The water thus discharged can be discharged to the outside of the storage chamber 90 through the communication hole 29.

[Speed change operation mechanism]
As the speed change operation mechanism 30, for example, a cassette type attached to the transmission case 20 in an assembled state is used. The shift operation mechanism 30 is connected to the change lever via a select cable (not shown) and a shift cable (not shown), and operates in conjunction with the operation of the change lever.

  The speed change operation mechanism 30 includes a control rod 32 that passes through the upper surface portion 21 of the transmission case 20 and extends in the vertical direction. With the configuration described later, the control rod 32 moves in the axial direction (in the direction of arrow D1) in conjunction with the select operation of the change lever, and rotates in the direction of arrow D2 around the axis in conjunction with the shift operation.

  The speed change operation mechanism 30 further includes, for example, a disk-shaped base member 31. The base member 31 is disposed so as to close the opening 22 provided in the upper surface portion 21 of the transmission case 20 from above, and is fixed to the peripheral edge portion of the opening 22 in the upper surface portion 21 by, for example, a bolt.

  A cylindrical portion 31a extending in the vertical direction is provided at the central portion of the base member 31, and a control rod 32 is inserted into the cylindrical portion 31a. The control rod 32 is fitted to the inside of the cylindrical portion 31a via a bearing member 44 so as to be freely movable in the axial direction and rotatable. As the bearing member 44, for example, a metal bush whose inner peripheral surface is coated with a fluororesin or the like is used, thereby reducing the sliding resistance and rotational resistance of the control rod 32 with respect to the inner peripheral surface of the bearing member 44. Has been.

  In addition, a cylindrical seal member 45 made of rubber, for example, is interposed between the outer peripheral surface of the control rod 32 and the inner peripheral surface of the cylindrical portion 31a at a portion adjacent to the upper side of the bearing member 44. This prevents the oil in the transmission case 20 from leaking outside through the cylindrical portion 31a.

  The lower end side of the control rod 32 penetrates the lower surface portion 23 of the transmission case 20, and the lower end portion of the control rod 32 is accommodated in the accommodation chamber 90. The transmission case 20 is provided with a through hole 24 penetrating the lower surface portion 23 in the vertical direction, and a control rod 32 is inserted into the through hole 24. The control rod 32 is fitted inside the through hole 24 via a bearing member 46 so as to be axially movable and rotatable. As the bearing member 46, for example, a metal bush whose inner peripheral surface is coated with a fluororesin or the like is used, thereby reducing the sliding resistance and rotational resistance of the control rod 32 with respect to the inner peripheral surface of the bearing member 46. Has been.

  Further, between the outer peripheral surface of the control rod 32 and the inner peripheral surface of the through hole 24, a cylindrical seal member 47 made of, for example, rubber is interposed in a portion adjacent to the lower side of the bearing member 46. As a result, the oil in the transmission case 20 is prevented from leaking to the accommodation chamber 90 side through the through hole 24.

  Further, the speed change operation mechanism 30 rotates the control rod 32 about the axis center in conjunction with the select outer lever 34 that moves the control rod 32 in the axial direction in conjunction with the change lever select operation and the shift lever shift operation. The shift outer lever 40 to be moved, the counter weight 70 that improves the shift feeling by rotating in conjunction with the rotation of the control rod 32 during the shift operation, and the engagement for engaging the counter weight 70 with the control rod 32 And a mechanism 80.

  The select outer lever 34 and the shift outer lever 40 are disposed above the upper surface portion 21 of the transmission case 20, and the counterweight 70 and the engagement mechanism 80 extend along the lower surface portion 23 outside the transmission case 20. It is disposed in the storage chamber 90 provided.

  The select outer lever 34 is supported by a support shaft 38 extending in the horizontal direction so as to be rotatable around the axis of the support shaft 38. The support shaft 38 is supported by the base member 31 via a support portion 39 protruding upward from the base member 31.

  The select outer lever 34 includes an operation lever portion 35 and a drive lever portion 36 that extend in different directions from the portion supported by the support shaft 38. A cable pin 37 to which the select cable is connected is provided at the distal end portion of the operation lever portion 35. The cable pin 37 is disposed so as to extend in parallel to the support shaft 38. For example, a disc-shaped engaged portion 36 a that is engaged with the control rod 32 is provided at the distal end portion of the drive lever portion 36. The engaged portion 36 a is engaged with a groove portion 32 a provided so as to extend horizontally in the vicinity of the upper end of the control rod 32.

  The upper end of the control rod 32 is covered with, for example, a resin cap 42 for protecting the engaging portion between the groove 32 a and the select outer lever 34, and the groove 42 a is covered with the cap 42. Thus, the foreign matter is prevented from being caught in the engaging portion between the groove portion 32a and the select outer lever 34.

  Since the select outer lever 34 is engaged with the control rod 32 as described above, when the select outer lever 34 rotates around the axis of the support shaft 38 in conjunction with the selection operation of the change lever, it moves up and down. The control rod 32 is axially moved up and down by being pushed upward or downward by the engaged portion 36a of the select outer lever 34 swinging in the vertical direction.

  The shift outer lever 40 is disposed so as to extend in the horizontal direction, and is fixed to the lower vicinity of the groove 32a of the control rod 32 by, for example, welding at one end thereof. A cable pin 41 to which the shift cable is connected is fixed to the other end of the shift outer lever 40 by welding, for example. The cable pin 41 protrudes upward from the shift outer lever 40 and is disposed so as to extend in a direction parallel to the control rod 32.

  When the change lever is shifted, the shift outer lever 40 rotates about the axis of the control rod 32 together with the control rod 32.

  A sleeve member 50 is fitted to a portion of the control rod 32 located in the transmission case 20. The sleeve member 50 is fixed to the control rod 32 by a pin 51 that penetrates the sleeve member 50 and the control rod 32 in the radial direction, whereby the sleeve member 50 moves and rotates in the axial direction together with the control rod 32. It is supposed to be.

  The sleeve member 50 is provided with a shift finger 52 that extends radially outward from the outer peripheral surface of the sleeve member 50.

  When the control rod 32 moves up and down in the axial direction in conjunction with the selection operation at the forward stage by the change lever, the shift finger 52 moves up and down together with the control rod 32, and the control rod 32 moves in the transmission case 20. Of a plurality of gate members (not shown) arranged in the vicinity in the vertical direction, the gate member is engaged with the gate member corresponding to the select position selected by the select operation.

  When the shift operation is further performed in this state, the shift finger 52 is rotated together with the control rod 32 to correspond to the gear stage selected by the shift operation via the gate member engaged with the shift finger 52. A synchronizer (not shown) is actuated, whereby the gear train of the shift stage is in a power transmission state.

  When the select operation to the reverse stage is performed by the change lever, the shift finger 52 that has moved in the axial direction together with the control rod 32 is engaged with the reverse gate member. By rotating the shift finger 52 together with the control rod 32, the reverse idle gear 8c is moved in the axial direction on the reverse shaft 5 via the reverse gate member and meshed with the primary gear 8a and the secondary gear 8b. Thus, the reverse gear train is in a power transmission state.

  A part of the outer peripheral surface of the sleeve member 50 is a cam surface 54, and a pressing member 60 fixed to the base member 31 is pressed to the cam surface 54 via a bracket 62. The pressing member 60 incorporates an elastic member, and the elastic force of the elastic member is applied to the cam surface 54.

  The cam surface 54 is provided with three concave portions in parallel with the circumferential direction in which the pressing member 60 is selectively engaged according to the position in the shift direction (one shift completion position, neutral position, and the other shift completion position). In addition, each recess is formed in a groove shape extending in the vertical direction, and the bottom of each recess has an inclination that becomes shallower from the deepest portion in contact with the pressing member 60 in the neutral state in the select direction toward the upper side, A slope is formed so as to become shallower from the deepest portion downward. As a result, the cam surface 54 and the pressing member 60 generate a force for generating a force to return the control rod 32 axially moved upward or downward by the select operation to the neutral position, and the control rod 32 in the shift direction. And a detent function for positioning at a predetermined position.

  The bracket 62 is integrally provided with a guide plate 64 disposed so as to be opposed to the outer peripheral surface of the sleeve member 50, and guide holes (not shown) formed in the guide plate 64 corresponding to the shift pattern. ), A guide pin (not shown) projecting from the outer peripheral surface of the sleeve member 50 is inserted therethrough. Thus, the guide function of guiding the guide pins along the guide holes of the guide plate 64 is performed during the selection operation and the shift operation.

  Further, an interlock regulating member 56 is attached to the control rod 32. The interlock restricting member 56 has, for example, a C-shape when viewed from the side so as to sandwich the sleeve member 50 from both sides in the axial direction, and thereby follows the axial movement of the sleeve member 50 during the selection operation. Moved.

  The interlock regulating member 56 is rotatably fitted to the outside of the control rod 32. The interlock regulating member 56 is provided with a notch 56a for avoiding interference with the pressing member 60, and the pressing member 60 is sandwiched from both sides in the circumferential direction by the peripheral edge of the notch 56a. ing. Thereby, when the control rod 32 rotates in conjunction with the shift operation, the rotation of the interlock restricting member 56 is restricted by the pressing member 60.

  The interlock restricting member 56 includes an upper claw portion 57 disposed adjacent to the upper side of the shift finger 52 and a lower claw portion 58 disposed adjacent to the lower side of the shift finger 52. When the shift finger 52 is engaged with the gate member selected by the selection operation, all the remaining gate members except the gate member are engaged with either the upper or lower claw portions 57 and 58. The Therefore, during the shift operation, the operation of the gate members other than the gate member engaged with the shift finger 52 is restricted by the claw portions 57 and 58 of the interlock restricting member 56. An interlock that causes a power transmission state is avoided.

  The counterweight 70 includes a fitting portion 71 fitted on the outside of a shaft member 76 disposed below the control rod 32, an arm portion 72 extending radially outward from the fitting portion 71, and the arm portion 72. And a weight portion 73 provided at the tip.

  The shaft member 76 is inserted into the through hole 28 provided in the lid member 27 and the through hole 71 a provided in the fitting portion 71 of the counterweight 70, and the head provided at one end of the shaft member 76. The lid member 27 and the fitting portion 71 are sandwiched from both upper and lower sides by 76a and a caulking portion 76b provided at the other end. Accordingly, the fitting portion 71 is supported on the lid member 27 in a state where the fitting portion 71 is positioned by the shaft member 76, and the counterweight 70 is attached to the lid member 27 so as to be supported in a cantilever manner. .

  The caulking portion 76b is provided so that the shaft member 76 can be prevented from coming off and the counterweight 70 can be prevented from tilting. The fastening force of the fitting portion 71 to the lid member 27 by the caulking portion 76b is as follows. The force is relatively small enough to allow the counterweight 70 to rotate around the shaft member 76. Further, a bearing member such as a bush may be interposed between the inner peripheral surface of the through hole 71a of the fitting portion 71 and the outer peripheral surface of the shaft member 76, thereby reducing the rotational resistance. It becomes possible.

  A shaft member 76 that is a rotation shaft of the counterweight 70 is disposed on the axis of the control rod 32. Therefore, the counterweight 70 can be rotated around the axis of the control rod 32.

  In the present embodiment, the fitting portion 71 of the counterweight 70 is fitted to a shaft member 76 different from the control rod 32, so that it is necessary to extend the control rod 32 downward to the height of the fitting portion 71. The axial dimension of the control rod 32 can be shortened. As a result, the control rod 32 can be reduced in weight, thereby improving the select operability and the shift operability.

  The arm portion 72 is disposed above the lid member 27 with a space therebetween and is supported by the lid member 27 via the fitting portion 71. The arm part 72 is an elongated plate-like part, and is disposed so as to extend from the fitting part 71 to the rear side of the vehicle body, for example. In addition, the arm part 72 may be integrally provided with respect to the fitting part 71 and the weight part 73, respectively, and may be joined by welding, for example.

  The weight portion 73 is disposed above the lid member 27 with a space therebetween and is supported by the lid member 27 via the arm portion 72 and the fitting portion 71. The weight portion 73 has a larger weight, a circumferential dimension (see FIG. 2), and a vertical dimension than the fitting portion 71 and the arm portion 72, and the tip of the arm portion 72 is connected to the vicinity of the lower end of the weight portion 73. ing.

  The engagement mechanism 80 for engaging the counterweight 70 with the control rod 32 includes a support portion 81 fixed to the lower end portion of the control rod 32, a lever portion 83 extending radially outward from the support portion 81, and the counterweight 70. And an engaging pin 84 that protrudes upward from the arm portion 72 and engages with the lever portion 83.

  The support portion 81 is a cylindrical member fitted to the outside of the control rod 32, and is fixed to the control rod 32 by a pin 82 that penetrates the support portion 81 and the control rod 32 in the radial direction.

  The lever portion 83 is an elongated plate-like portion, and is disposed so as to extend from the support portion 81 to the rear side of the vehicle body, for example. The lever portion 83 is disposed in parallel to the arm portion 72 above the arm portion 72 of the counterweight 70. The tip of the lever portion 83 is disposed radially inward of the weight portion 73 of the counterweight 70. The lever part 83 is joined to the support part 81 by welding, for example.

  A through hole 83a is provided in the vicinity of the tip of the lever portion 83, and an engagement pin 84 is inserted through the through hole 83a. The engagement pin 84 is disposed in parallel with the control rod 32. The lower end portion of the engaging pin 84 is fixed to the upper surface of the arm portion 72 of the counterweight 70 by, for example, welding.

  The counterweight 70 is engaged with the control rod 32 via the engaging mechanism 80 configured as described above, so that the counterweight 70 rotates in conjunction with the rotation of the control rod 32 during the shift operation. During the selection operation, relative movement of the control rod 32 in the axial direction with respect to the counterweight 70 is allowed.

  Specifically, when the control rod 32 rotates together with the shift outer lever 40 in conjunction with the shift lever shift operation, the engaging pin 84 is pushed in the circumferential direction by the lever portion 83 that rotates together with the control rod 32. Then, the counterweight 70 is rotated around the shaft member 76 disposed on the same axis as the control rod 32 via the engaging pin 84, and the shift feeling is caused by the inertia of the counterweight 70 generated thereby. Will improve.

  Further, when the lever portion 83 moves in the vertical direction together with the control rod 32 in conjunction with the selection operation of the change lever, the through hole 83a of the lever portion 83 moves along the engagement pin 84, so that the engagement mechanism 80 Therefore, the counterweight 70 is not moved up and down. Therefore, when the control rod 32 is moved up and down by the selection operation, the weight of the counterweight 70 is not applied, and a good selection operability is obtained.

  The length of the engagement pin 84 is such that the engagement state with the lever portion 83 is always maintained even when the lever portion 83 moves in the vertical direction together with the control rod 32 in conjunction with the selection operation. Has been.

  Further, the engaging pin 84 is loosely fitted in the through hole 83a of the lever portion 83, so that when the lever portion 83 moves up and down in conjunction with the select operation, the inside of the through hole 83a of the lever portion 83 is The sliding resistance between the circumference and the outer circumference of the engagement pin 84 is reduced. Further, since the fitting portion 71 of the counterweight 70 and the lid member 27 are sandwiched between the head portion 76a and the caulking portion 76b of the shaft member 76, the inclination of the counterweight 70 is suppressed, so Since the inclination is also suppressed, the sliding resistance between the through hole 83a and the engagement pin 84 is reduced.

  As described above, since the counterweight 70 is engaged with the control rod 32 via the engagement pin 84, it is necessary to provide an engagement portion on the fitting portion 71, the arm portion 72, or the weight portion 73 itself of the counterweight 70. There is no. Thereby, the weight reduction of the counterweight 70 is achieved by suppressing the enlargement of the fitting portion 71, the arm portion 72, or the weight portion 73.

[Assembling the speed change mechanism]
The speed change operating mechanism 30 is assembled by assembling two subassemblies individually into the transmission case 20 and then assembling these subassemblies. Specifically, components other than the counterweight 70 and the engagement mechanism 80 in the speed change operation mechanism 30 constitute a first subassembly, and the counterweight 70 and the engagement mechanism 80 are the second together with the shaft member 76 and the lid member 27. Configure the subassembly.

  The first subassembly is assembled to the transmission case 20 from above. At this time, a portion of the first subassembly that is disposed below the base member 31 is inserted into the transmission case 20 through the opening 22 provided in the upper surface portion 21 of the transmission case 20, and is further controlled. The lower end portion of the rod 32 is inserted into the accommodation chamber 90 through the through hole 24 provided in the lower surface portion 23. Thereafter, the base member 31 is fixed to the upper surface portion 21 of the transmission case 20 with, for example, a bolt, whereby the assembly of the first subassembly to the transmission case 20 is completed.

  In the second subassembly, the counterweight 70 is attached to the lid member 27 via the shaft member 76 before assembly to the transmission case 20, and the engagement mechanism 80 is also inserted into the through hole 83 a of the lever portion 83. The engagement pin 84 is inserted and attached to the lid member 27 via the counterweight 70. The second subassembly is assembled to the transmission case 20 from below. Specifically, while inserting the counterweight 70 and the engagement mechanism 80 into the accommodation chamber 90 of the transmission case 20, the accommodation chamber 90 is closed from below by the lid member 27, and the lid member 27 is surrounded by, for example, a bolt. 25, the second subassembly is assembled to the transmission case 20.

  Subsequently, by driving the pin 82 through the service hole 25a provided in the peripheral wall 25, the support portion 81 of the engagement mechanism 80 is fixed to the lower end portion of the control rod 32, whereby the first subassembly is mounted. The second subassembly is assembled, and the assembly of the speed change operation mechanism 30 is completed. The service hole 25a is closed when the cap 92 is fitted after the pin 82 has been driven.

[Features and effects]
The speed change operation mechanism 30 described above has the following features and effects.

  First, the select outer lever 34 and the shift outer lever 40 are arranged on the upper end side of the control rod 32 as usual, whereas the counterweight 70 and the engagement mechanism 80 are on the lower end side of the control rod 32. It is arranged. Accordingly, it is possible to reliably avoid the counterweight 70 and the engaging mechanism 80 that rotate during the shift operation from interfering with the select outer lever 34, the shift outer lever 40, the select cable, and the shift cable.

  In addition, a large number of components such as a mounting member for supporting the power train including the manual transmission 1 on a vehicle body such as a side frame, various harnesses, and various pipes are densely arranged above the transmission case 20. In addition, there are many parts around the upper end of the control rod 32. On the other hand, since there are few parts disposed below the transmission case 20, the counterweight 70 and the engagement mechanism 80 are disposed below the transmission case 20, thereby interfering with peripheral parts. Can be easily avoided.

  Therefore, it is possible to improve the layout and structure flexibility of the counterweight 70 and the engaging mechanism 80. Further, since it is possible to suppress the shortening of the arm portion 72 of the counterweight 70 in order to avoid interference with peripheral parts, the shortening of the turning radius in order to obtain a required moment of inertia when the counterweight 70 is turned. It is possible to suppress an increase in the weight of the counterweight 70 so as to cancel out the above. Thereby, the weight reduction of the counterweight 70 can be achieved, which can contribute to the improvement of the fuel consumption performance of the vehicle.

  Further, since the counterweight 70 and the engagement mechanism 80 are disposed on the lower end side of the control rod 32, it is not necessary to secure an engagement portion with the counterweight 70 on the upper end side of the control rod 32. The protrusion amount of the control rod 32 from the upper surface portion 21 of the transmission case 20 can be reduced.

  Further, the counterweight 70 and the engagement mechanism 80 are accommodated in the accommodation chamber 90. The storage chamber 90 is surrounded by the lower surface 23 of the transmission case 20, the peripheral wall 25 protruding downward from the lower surface 23, and the lid member 27 that closes the lower end opening of the peripheral wall 25. Intrusion of foreign matter such as dust and dust into the storage chamber 90 is suppressed. Therefore, in the clearance between the inner peripheral surface of the fitting portion 71 of the counterweight 70 and the outer peripheral surface of the shaft member 76, the clearance between the inner peripheral surface of the through hole 83a of the lever portion 83 and the outer peripheral surface of the engagement pin 84, or the like. Since foreign matter can be prevented from being caught, it is possible to prevent the control rod 32 and the counterweight 70 from being hindered by clogging or freezing of the foreign matter, thereby suppressing deterioration in select operability and shift operability. The

  The accommodating chamber 90 is provided in a dead space that is generated below the transmission mechanism 20 and below the transmission mechanism 2 and on the vehicle body front side of the differential device 10. Therefore, the counter weight 70 and the engagement mechanism 80 are disposed using such a dead space, so that the vertical dimension of the transmission case 20 increases or the structure inside the transmission case 20 is changed. Or changing the layout of the peripheral parts of the transmission case 20 can be suppressed.

  Further, as shown in FIG. 2, the transmission case 20 has a shape with a diameter increased toward the engine side in the vehicle body width direction. The side portion is widely formed in the vehicle body front-rear direction, and the vehicle body front-rear direction center portion is formed wide in the vehicle body width direction.

  In the accommodation chamber 90 formed using such a wide dead space, the shaft member 76 that is the rotation shaft of the counterweight 70 is disposed at the front side of the vehicle body and at the position on the engine side in the vehicle body width direction. The counterweight 70 is disposed so as to extend from the shaft member 76 to the rear side of the vehicle body. As a result, a sufficient space for the weight portion 73 to move in the circumferential direction when the counterweight 70 rotates in conjunction with the shift operation is secured in the rear portion of the vehicle body in the accommodation chamber 90.

  Therefore, even if the arm portion 72 of the counterweight 70 is sufficiently long, the counterweight 70 can be stored in the storage chamber 90. Therefore, it is possible to reduce the weight of the counterweight 70 while ensuring a required moment of inertia.

[Second Embodiment]
Next, the speed change operation mechanism 130 according to the second embodiment will be described with reference to FIG.

  FIG. 3 is a cross-sectional view of the manual transmission 101 including the speed change operation mechanism 130 according to the second embodiment when viewed from the side opposite to the engine in the vehicle width direction. In addition, about the component similar to 1st Embodiment, while attaching | subjecting the same code | symbol in FIG. 3, the description is abbreviate | omitted.

  The overall configuration of the manual transmission 101 is the same as that of the manual transmission 1 of the first embodiment. The manual transmission 101 includes a transmission mechanism 2 and a transmission case 20 that houses the transmission mechanism 2. Yes. In addition to the speed change mechanism 2, a part of the speed change operation mechanism 130 and the differential device 10 are accommodated in the transmission case 20.

  Similarly to the first embodiment, the space formed below the lower surface portion 23 of the transmission case 20 that houses the speed change mechanism 2 and on the front side of the vehicle body of the differential device 10 is used. A similar storage chamber 90 is provided.

  The components other than the counterweight 170 and the engagement mechanism 180 in the speed change operation mechanism 130 are the same as those in the speed change operation mechanism 30 according to the first embodiment, and perform the same operations as in the first embodiment at the time of a select operation and a shift operation. .

  Similarly to the first embodiment, the lower end side of the control rod 32 penetrates the lower surface portion 23 of the transmission case 20, and the lower end portion of the control rod 32 is disposed in the accommodation chamber 90. However, unlike the first embodiment, a spline is formed on the outer peripheral surface of the lower end portion of the control rod 32.

  The counterweight 170 includes a cylindrical portion 171 in which a spline engaged with a spline at the lower end portion of the control rod 32 is formed on the inner peripheral surface, an arm portion 172 extending radially outward from the cylindrical portion 71, and an arm portion The engagement mechanism 180 that engages the counterweight 170 with the control rod 32 is provided between the lower end of the control rod 32 and the cylindrical portion 171 of the counterweight 170. It consists of a spline fitting part.

  The lower end portion of the cylindrical portion 171 is fitted into a concave portion 27 a provided on the upper surface of the lid member 27 via a low friction bush 182 made of, for example, resin. The bushing 182 is interposed between the lid member 27 and the tubular portion 171, thereby reducing rotational resistance and preventing seizure.

  Note that the bush 182 may be interposed between the lid member 27 and the cylindrical portion 171 without being fixed to either the lid member 27 or the cylindrical portion 171. For example, the bush 182 may be interposed between the concave portion 27a of the lid member 27 or the cylindrical portion 171 by press-fitting. It may be fixed to one of the outer peripheral surfaces.

  As described above, the cylindrical portion 171 is supported on the lid member 27 via the bush 182, so that the counterweight 170 is attached to the lid member 27 so as to be supported in a cantilever manner.

  The arm portion 172 is disposed above the lid member 27 with a space therebetween and is supported by the lid member 27 via the cylindrical portion 171. The arm portion 172 is an elongated plate-like portion, and is disposed so as to extend from the height portion fitted to the control rod 32 in the tubular portion 171 to the vehicle body rear side, for example. In addition, the arm part 172 may be integrally provided with respect to the cylindrical part 171 and the weight part 173, respectively, for example, may be joined by welding.

  The weight portion 173 is disposed above the lid member 27 with a space therebetween, and is supported by the lid member 27 via the arm portion 172 and the cylindrical portion 171. The weight part 173 has a larger weight, a circumferential dimension, and a vertical dimension than the cylindrical part 171 and the arm part 172.

  With the above configuration, when the control rod 32 rotates together with the shift outer lever 40 in conjunction with the shift operation of the change lever, the counterweight 170 spline-fitted to the control rod 32 also rotates together. Further, the shift feeling is improved by the inertia of the counterweight 170.

  Further, since the control rod 32 is movable relative to the cylindrical portion 171 of the counterweight 170 in the axial direction, when the control rod 32 moves in the vertical direction in conjunction with the selection operation of the change lever, the counterweight 70 is not moved up or down. Therefore, when the control rod 32 is moved up and down by the selection operation, the weight of the counterweight 170 is not applied and a good selection operability can be obtained.

  A cylindrical spacer 188 is fitted to the outside of the control rod 32 between the lower surface portion 23 of the transmission case 20 and the upper end of the cylindrical portion 171, and the spacer 188 attaches the control rod 32 to the control rod 32. The upward movement of the dragged tubular portion 171 is restricted. Thereby, the vertical movement of the counterweight 170 is reliably prevented.

  The axial dimensions of the cylindrical portion 171 and the control rod 32 of the counterweight 170, and the axial dimensions of the splines on the inner peripheral surface of the cylindrical portion 171 and the outer peripheral surface of the control rod 32 are linked to the selection operation. Even if the control rod 32 moves in the vertical direction, the length is such that the spline fitting state between the cylindrical portion 171 and the control rod 32 is always maintained.

  The subassembly composed of parts other than the counterweight 170 in the speed change operation mechanism 130 is assembled to the transmission case 20 from above as in the first embodiment. Thereafter, the spacer 188 and the cylindrical portion 171 of the counterweight 170 are sequentially inserted into the control rod 32 portion protruding downward from the lower surface portion 23 of the transmission case 20, and the counterweight 170 is inserted into the storage chamber 90. By attaching the lid member 27 to the lower end surface of the peripheral wall 25 so that the bush 182 is interposed between the cylindrical portion 171 and the concave portion 27a of the lid member 27, the assembly of the speed change operation mechanism 130 is completed.

  In the second embodiment, the counterweight 170 can be assembled to the control rod 32 simply by inserting the cylindrical portion 171 into the lower end of the control rod 32 from the lower side. There is no need to provide a service hall.

  Also in the second embodiment, since the counter weight 170 is disposed on the lower end side of the control rod 32, interference with the select outer lever 34, the shift outer lever 40, the select cable and the shift cable, a mounting member, Interference with peripheral parts such as various harnesses can be easily avoided.

  Therefore, the layout and shape flexibility of the counterweight 170 can be improved. In addition, since the shortening of the arm portion 172 of the counterweight 170 is suppressed, the weight of the counterweight 170 can be reduced while securing a required moment of inertia, which can contribute to an improvement in the fuel consumption performance of the vehicle. .

  Further, since the counter weight 170 and the engagement mechanism 180 are disposed on the lower end side of the control rod 32, it is not necessary to secure an engagement portion with the counter weight 170 on the upper end side of the control rod 32. The protrusion amount of the control rod 32 from the upper surface portion 21 of the transmission case 20 can be reduced.

  Further, since the counterweight 170 is accommodated in the accommodating chamber 90, foreign matter such as muddy water and dust can be prevented from being caught in the fitting portion with the control rod 32. It is possible to suppress the operation of the counterweight 170 from being hindered, thereby suppressing deterioration of the select operability and the shift operability.

  In addition, the counterweight 170 is disposed using a dead space below the transmission mechanism 2 and below the transmission case 20 generated on the front side of the vehicle body of the differential device 10. It is possible to suppress an increase in the directional dimension, a change in the structure within the transmission case 20, and a change in the layout of peripheral components of the transmission case 20.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, the control rod is disposed along the vertical direction, the select outer lever and the shift outer lever are disposed on the upper end side of the control rod, the counter weight, the engagement mechanism, and the control rod are disposed on the lower end side of the control rod. Although the example in which the accommodation chamber of the transmission case is arranged has been described, in the present invention, the direction of the control rod is not particularly limited, and the select outer lever, the shift outer lever, the counter weight, the engagement mechanism, and the accommodation chamber The arrangement can be appropriately changed according to the direction of the control rod.

  As described above, according to the present invention, when the control rod is rotated in conjunction with the shift operation of the change lever via the shift cable, the shift feeling is improved by rotating in conjunction with the control lever. In the transmission operation mechanism of a transmission equipped with a counterweight, it is possible to improve the freedom of layout and shape of the counterweight and to suppress an increase in the weight of the counterweight. There is a possibility of being suitably used in the field of manufacturing manual transmissions.

DESCRIPTION OF SYMBOLS 1 Manual transmission 2 Transmission mechanism 10 Differential gear 11 Differential ring 19 Clutch housing 20 Transmission case 21 Upper surface part 23 Lower surface part 25 Peripheral wall 27 Lid member 30 Transmission mechanism 31 Base member 32 Control rod 34 Select outer lever (1st lever) Part)
40 Shift outer lever (second lever)
70 Counterweight 71 Fitting part 72 Arm part 73 Weight part 80 Engagement mechanism 81 Support part 82 Pin 83 Lever part 84 Engagement pin 90 Storage chamber 101 Manual transmission 130 Shifting operation mechanism 170 Counterweight 171 Cylindrical part 172 Arm part 173 Weight part 180 Engagement mechanism 182 Low friction bush 188 Spacer

Claims (2)

A first lever connected to the change lever via a select cable, a second lever connected to the change lever via a shift cable, and an axial movement in conjunction with the select operation of the change lever A shift operation mechanism for a transmission comprising a control rod that rotates in conjunction with a shift operation and a counterweight that rotates in conjunction with the rotation of the control rod during a shift operation,
A transmission case that houses the transmission mechanism and a differential device that is located on the rear side of the vehicle body in a vehicle-mounted state with respect to the transmission mechanism;
The counter weight is attached to the control rod so that the counter weight is rotated in conjunction with the rotation of the control rod, and the control rod is allowed to move relative to the counter weight in the axial direction. An engagement mechanism for engaging,
The control rod is provided through an upper surface portion and a lower surface portion of the transmission case in a vehicle body mounted state,
The first lever portion and the second lever portion are disposed outside the upper surface portion ,
The counterweight and the engagement mechanism are disposed outside the lower surface portion ,
The counterweight and the engagement mechanism are housed in a housing chamber formed by a peripheral wall projecting outward from the lower surface portion of the transmission case and a lid member that closes a front end opening of the peripheral wall. ,
The lower surface portion is formed such that a portion for accommodating the differential device is located on a vehicle body lower side in a vehicle body mounted state as compared with a portion for accommodating the transmission mechanism.
In a space formed on a lower side of the vehicle body in a vehicle body mounted state than a portion housing the transmission mechanism in the lower surface portion and in a portion positioned on the front side of the vehicle body in a vehicle body mounted state than the differential device, A transmission operation mechanism for a transmission , wherein the accommodation chamber is provided . The transmission case includes an end face located on one end side in the vehicle body width direction in the vehicle body mounted state,
The vehicle body longitudinal dimension in the vehicle body mounted state in the transmission case is gradually enlarged toward the end surface side in the vehicle body width direction in the vehicle body mounted state,
The pivot shaft of the counterweight is arranged on the end face side of the center portion of the transmission case in the vehicle body width direction in the vehicle body mounted state,
The transmission operation mechanism for a transmission according to claim 1 , wherein the counterweight is arranged so as to extend in a direction from the rotating shaft toward the rear side of the vehicle body when mounted on the vehicle body .

Images